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Photographic 

Sciences 

Corporation 


23  WEST  MAIN  STREET 

WEBSTER,  NY.  14580 

(716)  872-4503 


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CIHM/ICMH 

Microfiche 

Series. 


CIHM/ICMH 
Collection  de 
microfiches. 


Canadian  Institute  for  Historical  Microreproductions  Institut  Canadian  de  microreproductions  historiques 

1980 


Technical  and  Bibliographic  Notes/Notes  techniques  et  bibliographiques 


The  Institute  has  attempted  to  obtain  the  best 
original  copy  available  for  filming.  Features  of  this 
copy  which  may  be  bibliographically  unique, 
which  may  alter  any  of  the  images  in  the 
reproduction,  or  which  may  significantly  change 
the  usual  method  of  filming,  are  checked  below. 


L'Institut  a  microfiimi  le  meilleur  exemplaire 
qu'il  lui  a  6t6  possible  de  se  procurer.  Les  details 
de  cet  exemplaire  qui  sont  peut-dtre  uniques  du 
point  de  vue  bibliographique,  qui  peuvent  modifier 
une  image  reproduite,  ou  qui  peuvent  exiger  une 
modification  dans  la  methods  normale  de  filmage 
sont  indiqu6s  ci-dessous. 


□    Coloured  covers/ 
Couverture  de  couleur 

□    Covers  damaged/ 
Couverture  endommagde 

□    Covers  restored  and/or  laminated/ 
Couverture  restaurde  et/ou  pellicul6e 


I — I   Coloured  pages/ 


Pages  de  couleur 

Pages  damaged/ 
Pages  endommagdes 


□    Pages  restored  and/or  laminated/ 
Pages  restauries  et/ou  pellicul6es 


□    Cover  title  missing/ 
Le  titre  de  couverture  manque 

□   Coloured  maps/ 
Cartes  g6ographiques  en  couleur 

□    Coloured  ink  (i.e.  other  than  blue  or  black)/ 
Encre  de  couleur  (i.e.  autre  que  bleue  ou  noire) 

□    Coloured  plates  and/or  illustrations/ 
Planches  et/ou  illustrations  en  couleur 


I — T  Pages  discoloured,  stained  or  foxed/ 
I   ^    Pages  d6color6es,  tachetdes  ou  piqu6es 

d    Pages  detached/ 
Pages  d^tachdes 

I — l/'Showthrough/ 
I    ^1    Transparence 

Q,  Quality  of  print  varies/ 
Quality  indgale  de  I'impression 


D 


Bound  with  other  material/ 
Reli6  avec  d'autres  documents 


D 


Includes  supplementary  material/ 
Comprend  du  materiel  supplementaire 


D 


D 


Tight  binding  may  cause  shadows  or  distortion 
along  interior  margin/ 

La  rellure  serute  peut  causer  de  I'ombre  ou  de  la 
distortion  le  long  de  la  marge  int^riaure 

Blank  leaves  added  during  restoration  may 
appear  within  the  text.  Whenever  possible,  these 
have  been  omitted  from  filming/ 
II  se  peut  que  certaines  pages  blanches  ajoutdes 
lors  d'une  restauration  apparaissent  dans  la  texte, 
mais,  lorsque  cela  itait  possible,  ces  pages  n'ont 
pas  6t6  filmdes. 


)A 


D 


'i)nly  edition  available/ 
Seule  Edition  disponible 

Pages  wholly  or  partially  obscured  by  errata 
slips,  tissues,  etc.,  have  been  ref limed  to 
ersure  the  best  possible  image/ 
Les  pages  totalement  ou  partiellement 
obscurcies  par  un  feuillet  d'errata,  une  pelure, 
etc.,  ont  6t6  filmtos  A  nouveau  de  fa9on  d 
obtenir  la  meilleure  image  possible. 


r~Y  Additional  comments:/ 

'  v\    Commentaires  suppldmentaires; 


This  is  a  photo-reproduction  of  an  original  copy. 


/ 


i    This  item  is  filmed  at  the  reduction  ratio  checked  below/ 
Jv|    ce  document  est  film*  au  taux  de  rMuction  indiqu*  ci-dessous. 


10X 


14X 


18X 


22X 


26X 


30X 


J 


12X 


16X 


24X 


28X 


32X 


The  copy  filmed  here  has  been  reproduced  thanks 
to  the  generosity  of: 


Library  of  the  Public 
Archives  of  Canada 


L'exemplaire  film*  fut  reproduit  grAca  A  la 
gAnirositA  de: 

La  bibliothdque  des  Archives 
publiques  du  Canada 


The  images  appearing  here  are  the  best  quality 
possible  considering  the  condition  and  legibility 
of  the  original  copy  and  in  ii^eeping  with  the 
filming  contract  specifications. 


Les  images  suivantes  ont  6t6  reproduites  avec  le 
plus  grand  soin,  compte  tenu  de  la  condition  et 
de  la  nettet6  de  l'exemplaire  film6,  et  en 
conformity  avec  les  conditions  du  contrat  de 
filmage. 


Original  copies  in  printed  paper  covers  are  filmed 
beginning  with  the  front  cover  and  ending  on 
the  last  page  with  a  printed  or  illustrated  impres- 
sion, or  the  back  cover  when  appropriate.  All 
other  original  copies  are  filmed  beginning  on  the 
first  page  with  a  printed  or  illustrated  impres- 
sion, and  ending  on  the  last  page  with  a  printed 
or  illustrated  impression. 


Les  exemplaires  originaux  dont  la  couverture  en 
papier  est  imprimie  sont  film6s  en  commen9ant 
par  le  premier  plat  et  en  terminant  soit  par  la 
dernidre  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration,  soit  par  le  second 
plat,  selon  le  cas.  Tous  les  autres  exemplaires 
originaux  sont  filmte  en  commenpant  par  la 
premiere  page  qui  comporte  une  empreinte 
d'impression  ou  d'illustration  et  en  terminant  par 
la  dernidre  page  qui  comporte  une  telle 
empreinte. 


The  last  recorded  frame  on  each  microfiche 
shall  contain  the  symbol  — ^>  (meaning  "CON- 
TINUED"), or  the  symbol  y  (meaning  "END"), 
whichever  applies. 


Un  des  symboles  suivants  apparaitra  sur  la 
derniire  image  de  cheque  microfiche,  selon  le 
cas:  le  symbols  — »>  signifie  "A  SUIVRE  ".  le 
symbols  V  signifie  "FIN  ". 


Maps,  plates,  charts,  etc..  may  be  filmed  at 
different  reduction  ratios.  Those  too  large  to  be 
entirely  included  in  one  exposure  are  filmed 
beginning  in  the  upper  left  hand  corner,  left  to 
right  and  top  to  bottom,  as  many  frames  as 
required.  The  following  diagrams  illustrate  the 
method: 


Les  cartes,  planches,  tableaux,  etc.,  peuvent  dtre 
filmte  d  des  taux  de  reduction  diff^rents. 
Lorsque  le  document  est  trop  grand  pour  dtre 
reproduit  en  un  seul  cliche,  il  est  film6  d  partir 
de  I'angle  supArieur  gauche,  de  gauche  d  droite, 
et  de  haut  en  bas,  en  prenant  le  nombre 
d'images  nicessaire.  Les  diagrammes  suivants 
illustrent  la  mithode. 


1 

2 

3 

1 

2 

3 

4 

6 

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RULES  AND  REGULATIONS. 


These  Rules  are  a  pnrt  of  the  Timc'Cai  J.     Any  Employe 

connected  'with  the  runnine  of  Trains,  not  hp.vinr 

llicm  in  h's  possession   vJiilc  on  duty,  wiir 

be  guilty  of  an  unpardonable  oHencc. 


•  '       DF.XROIT  : 

\V.    r.    TU.Nl>,     PRINTHR,     slATIONER     A».[>     HI 


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ALWAYS  TAKE  THE  SAFE  SIDE  IN  CASES  OF  THE  LEAST 
•   .  UNCERTAINTY, 


KS-Frelght  Conductors  before  starting  from  nny  Station 
must  see  and  know  that  all  links  and  pinn  of  cars  in  thoir 
trains  are  properly  coupled  and  In  safe  condition.  The  fre- 
quent accidents  owing  to  trains  breai^inp;  loose  are  mainly 
caused  through  Inattention  to  proper  couplings.  VVhon 
accidents  happen  from  trains  breaking  looco,  Conductors 
will  be  blamed. 

1.  Keep'a  Brakeman  always  on  tlio  hind  car 
with  red  flag  by  day  and  lod  lamp  and  fog  sig- 
nals at  niglit,  ready  for  instant  service,  and 
iQoking  ont  on  track  for  indentations  made 
by  broken  running  gear,  and  when  fresh  marks 
are  visible,  stop  tjie  tkatx,  riroTECJ"  it  by 
signal,  and  exa:\[ink  it. 

2.  No  excuse  will  be  t:iken  for  Freight  Train 
Conductors  being  on  Main  Track,  switching, 
wooding,  or  watering,  and 'delaying  a  Passenger 
Train.  ^       .  .  ^ 

3.  All  Eastward  Bound  Freight  Trains,  after 
starting  from  Komoka,  or^  Copetown  respect-  * 


i  L^ 


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i)4| 


1 


4  GREAT    WK6T1:1:N    JIAILWAY 

ivoly,  before  d(*sceiu1iug  the  grade  east  of  these 
])laces  must  be  broiiglit  to  a  dead  stand,  and 
not  be  stalled  a.i»aiii  until  tho  Diakeinen  are 
,  on  top  of  the  Cars  and  liave  enough  Brakes 
set  to  keoj)  tlie  Train  fully  under  control  going 
down  the  grade.  Conductors  are  expected  to 
k?iow  conditiofi  of  Brakes.  Excuse  that  Brakes 
will  not  hold  will  not  be  accepted.  See  llules 
101,  10:2.     This  rule  is  imperative. 

4.  l^rakenieii  must  always  anticii)ate  the 
signal  for  Brakes  ai)proaching  stations  and 
down  grades,  and  be  onthealeit  to  apply,  and 
apply  Ijrakes— always  taking  the  weight  of 
the  train  off  engines  going  down  gi'ades  Do 
not  apply  l^rakcs  on  Sleei)ing  Cars,  unless  ac- 
tually necessary;  rather  use  Brakes  on  for- 
^vard  Cars. 

6.  When  Switches  are  not  act\ially  in  con- 
stant use,  and  esjx'cially  alter  dusk,  they 
should  be  PKOPEKLY  SET  ^\ND  LOCKED. 
Station  i\ gents  or  persons  in  charge  of  Stations 
or  Sidings,  at  which  Express  Trains  are  not 
timed  io  stop,  are  .reciuested  to  be  more  than* 
ordinarily  careful  to  see,  by  personal  inspec- 
tion-just  before  such  Trains  are  due  to  arrive, 


''I 


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RULliS   AXI)    ItKOl'LATIONS.  5 

that  Switi^lics  are  lockeil,  and  Miiin  Track  clear 
for  passa<^(.\  • 

6.  Tlie  speed  of  Freight  Trains,  ordinarily', 
must  not  exceed  17  miles  per  liour  except  in 
cases  of  emergency  ;  but  under  an}'  circum- 
stances 2()miles  per  hour  shall  not  be  exceeded, 
and  Engineers  will  not  accc^pt  'JMnie  orders  ne- 
cessitating a  higher  speed  \]\?n  that  named. 
Tlie  five  minutes  allowance  for  variation  of 
watches  shall  not  be  ushI  for  running,  by  an}'" 
Engineer,  and  Freight  Tiains  must  be  in  the 
side  track  within  the  time  given  in  ( idei-,  when 
meeting  or  to  be  i)assed  by  a  Passeiig<^r  Tijiin. 
During  winter  uionths  all  Trains  jniist  be  run 
with  ea:lra  caudon.  The  spt'cd  of  Fi'eiglit 
Trains  then  shall  not  exceed  15  miles  an  hour. 

7.  All  Conductors,  immediately  BKFOIJE 
STARTING,  will  go  in  person,  to  the  TELE- 
GRAPH oflice  to  inquire  if  any  ORDERS  are 
there  affecting  the  movenuMits  of  their  Trains, 
and  to  ascertain  the  ])Ositioii  of  all  Trains  to  be 
passed  on  the  journe}',  at  what  time  the"  pie- 
ceding  train  left,  and  Conductors  of*  Freiglit 
Trains  will  wait  at  the  telegrai)h  office  until 
their  train  is  ready  to  leaVe,  so  that  they  can 


1 


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6 


CllKAT   'NVIMIUN    KAII.WAY 


il 

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W  (jiiic'kl^v  iiac'lK'd  up  to  tlio  lii.s(  iiiiiaite  by 
K  the  l)e])ot  Ojtc'ialor  or  ^Xgoiit.  Tliis  rule  is  not 
inloiulccl  to  c.M'iii^e  'JVl(^f!;inpli  Opciators  for 
neglect  in  ]>ionii>t  dclivny  of  incssiigos,  "but 
as  an  aculilional  safeguard. 

"8.  Passing  St.  Davids,  Trains,  going  East 
will  always  run  on  old  ^fuin  Track  to  East 
Switch  or  East  End  of  douMe  track,  and 
Trains  going  West  will  always  run  only  on  the 
South  or  ])oul)le  Tjack  uj)  to  the*  West  Switch, 
and  Train  Men  going  West  will  always  let 
themselves  in  and  out  of  the  Double  or  South 
Tiack,  taking  care  tlint  Switches  are  always 
ke])t  light  fi»r  the  old  Main  or  North  Track. 

0.  Eveiy  facility  and  desjiatch  mnst  at  all 
times  be  given  to  all.  Passenger  Tiains,  espec- 
inll\'  to  Throniih  Tiains  havinci:  connections  to 

.CD  O 

Secure. 

10.  Stock  Tiains  mnst  get  piefeience  over  all 
Tinins  exce])t  Passenger  Tiains,  as  it  is  most 
important  that  they  be  jun  on  time.  I)uring 
the  Summer  Months  have  the  hogs  cooled  off 
at  water  Tanks,  always  slushing  freely  those 
in  the  upper  ])ecks,  and  noting  on  Train  Jour- 
nals wheie  this  is  done.     Thiough  Stock  and 


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,  ItL'hKS   AND    JllXiUI.ATIONS.  7 

Freiglit  Tmins  witli  full  loads,  will  stop  only 
at  intorinbdiato  Stations  for  Wood  and  Water 
and  passing  Trains ;  BUT  vvlion  it  is  necessaiy 
for  these  Trains  to  make  other  intermediate 
stops,  Agents  or  Operators  will  display  the 
proper  Signal.     See  llule  No.  32. 

SIGNALS. 

11.  A  RED  signal  signifies  DANGER,  and 
means  STOP  ;  a  GREEN  signal  signifies  CAU- 
TION, and  means  PROCEED  SLOWLY  ;  and 
a  WHITE  signal  signifies  ALL  RIGHT,  and 
means  GO  ON.  Tliese  Signals  will  be  made 
by  Flags  in  the  Da}'  Time,  and  by  Lamps  at 
Night  and  in  Fog^^y  Weatlier.  Tiie  stuiotpist 
onKDiEXCE  must  be  given'to  Caution  and  P  ni- 
ger  Signals.  No  Eini)loye  is  allow*  to 
judge  of  the  necessity  of  an}'  Signals  shown, 
the  responsibility  of  giving  them  rests  witli 
those  who  exliibit  them  ;  and  it  is  AUsoLurEiA' 
T.ECESSAiiY  tliat  they  be  implicitly  and  imme- 
diately obeyed. 

12.  A  RED  FLAG  by  dtiy,  or  RED  LIGHT 
by  night  waved  upon  the  track,  or  the  ex[>lo- 
sion  of  fog  or  detonating  signals,  signifies  th:it 


!   '  \  ■ 


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IM»  ***mm*m'  • 


A. 


8 


IIKKAT    WKST1:KN    ILMLWAY 


a  train  ninst  coiiio  to  a  full  slop.  The  waving 
of  a  liat,  or  any  like  action,  sliall  bo  regarded 
as  a  signal  of  danger,  and  not  pass  unxotickd. 
Engineers  cannot  be  t'>o  particular  to  enquire 
into  the  cause  of  any  sig.  .1  that  may  indicate 
Danger. 

The  person  giving  the  signal  should  be  on 
the  Engineer's  or  riff?U  hand  side  of  the  en- 
gine, unless  the  train  is  on  a     irve. 

The  signal  to  start  is  given  by  stretching  the 
arm  and  hand  at  right  angles  to  the  body,  or 
by  swinging  the  lamp  overhead. 

To  stop^  by  stretching  both  arms  at  right 
angles  to  the  body,  or  by  waving  anything 
across  the  track. 

To  7nov>e  cautioitsly^  by  moving  slowly  the 
ri^,'  I  hand  and  arm  down  towards  the  track. 

To  hack  vp^  by  waving  the  aim  from  the 
body,  or  moving  the  lamp  up  and  down  toward 
the  track. 

13.  A  stationary  green  flag  or  light  signifies 
that  the  track  is  not  in  pei'feot  order,  and  must 
be  run  over  with  caution  ;  and  a  stationary 
red  flag  or  light  denotes  that  the  track  is  im- 


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KULi:S    AXJ)    KKGULATIONS. 


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'  passable,  and  tliat  tlie  train  must  come  to  a  . 
full  stop,  .  . 

14.  SEMAPllOUE  SIGNALS  are  placed  at 
a  distance  of  about  800  yards  from  extreme 
switch  at  each  end  of  Stations  ;  also  at  each 
side  of  Railway  Cijssings,  and  at  all  June-  ' 
tions.  When  Line  is  clear  for  passage  of 
Trains,  the  Arm  of  Semai)hore  will  not  be  ex- 
hibited, and  at  night  a  White  Light  will  be 
shown. 

15.  When  it  is  necv^?sary  to  proceed  with 
Extra  Caution^  Arm  of  Semaphore  will  be 
raised  to  an  Angle  of  45  degrees,  or  half  way. 

16.  When  .^^Vrm  is  extended  horizontally, — 
that  is,  at  right  angle  with  post, — oratNi^;ht 
when  a  lied  light  is  visible,  this  sig'  ^s 
DANGER  ;  and  any  Train  approaching  .  st 
stop  at  least  100  yards  short  of  Semaphore 
post. 

17.  Switchmen  must  raise  Danger  Signal  of 
Semaphore  immediately  an  Engine  or  Train 
has  passed  ;  and  must  keep  it  up  for  ten  min- 
utes after  an  Engine  or  Train  has  either  passed 
through  or  left  the  Station.  It  is  Stationmas- 
ters'  duty  to  see  that  this  rule  is  faithfully 


.,» \ .. 


9 
a  . 


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giu:at  wkstkkn  kailway 


attoiult'd  to  ;  and  while  a  Train  ij>  swilclnng  or 
standing  in  a  Station,  Stationniasters  as  well  as 
Trainmen  and  Switchmen  arc  held  lesponsible 
for  its  ])roper  protection  by  Semaphore  Signals. 
If  outside  the  Depot  yard.  Conductor  alone  is 
•  rcsjionsible  for  the  piotection  of  his  train. 

18.  SWITCH  SIGNALS  are  placed  on  all 
Switches  leading  into  Main  Line.  Trains  going 
into  Sidings  must  enter  slowly,  and  he  com- 
pletely Under  control  of  Engineer,  so  that  tho}^ 
can,  if  necessary,  be  brought  to  a  stand  short 
of  switcli  at  otlier  end  of  siding. 

19.  When  Switch  is  closed^  and  passage  on 
iSifain  Lin»}  clear,  a  GiiKKX  Light  will  be  visible 
at  ]S'i£(ht. 

'  r  When  Switch  is  open,  a  RED  DISC  will 
br  •wn  in  the  Day  Time,  and  a  KED  LIGHT 
at  >Night,  when  Train  must  stop,  unless  it  is 
going  into  or  out  of  the  Siding. 

21.  At  Toronto,  the^  Switch  leading  from 
joint  running  line  East  of  Union  Station  to 
Yonge  Street  Station  will,  when  set  for  the  Sta- 
tion, exhibit  the  usual  Switch  Signal  b}^  Day, 
and  a  Fnrplc  Signal  Light  by  Night. 
.  22.  ALL  SIGNAL  LAMPS  must  be  lighted 


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K U I. KS  'AN  1)    K i:n  U F. A TJ U X S. 


11 


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at  least  half  an  liour  boforo  dark,  and  must  be 
kept  burning  brightly  all  night,  and  extin- 
guished just  alter  day -light. 

23.  LEVEL  CROSSING  •SIGNALS  are* 
placed  at  all  Public  Road  Crossings  ;  Engin- 
eers must  sound  whistle  at  a  distance  of  at 
least  vSOO  3^ards  from  Crossings.  ' 

24.  FOG  SIGN  ALS  are  to  be  used  in  all  cases 
of  emergency  for  stopping  or  protecting  Trains. 
No  Engineer  or  Conductor  in  charge  of  a  Train 
must  leave  a  Station  without  having  at  least 
twelve  of  these  Signals.    '  ♦ 

25.  They  must  be  used,  in  addition  to  ordi- 
nary Signals^  in  any  case  of  emergency,  and 
during  Snow  Storms,  Fogs,  or  when  Af  os- 
phere  is  so  obscured  that  Signals  or  r 
objects  cannot  be  distinctly  seen  at  least )  a 
mile  distant.  Engineers,  on  hearing  explu.-ion 
of  Fog  Signal,  must  bring  Engine  to  a  stand  as 
quickl}^  as  possible  ;  and  then  proceed  with 
extra  caution,  keeping  lookout  for  further 
Signals. 

.  26.  Fog  Signals  must  be  firmly  fixed  on  Rail 
by  proper  fastening,  or  b}^  string  or  wire. 
These  Signals  should  be  planted  by  Brakemau 


fit!  J. 


12 


t;i;i;AT  \vj:.sti;i;.\   uaii-wa.y 


"^1 


x 
ion 
id  as 
with 


tliiMm)int'nt  ]w  gots  ofl",  aiul  k(  oj)  ]>]iiciiig  as  lie 
runs  back,  initil  lu'  gcls/o^/T*  localoil,  the  fur- 
tliost  bein,i;  one  mile  iVoin  train  to  be  protected. 
One  si<.::nal  nnit-tbe  plaeed  on  one  Kail  and  the 
Focond  upon  o))])osite  ll;iil  at  a  fuiUier  distance, 
and  so  kee])  moving  back.  .Wiien  folk)\ving 
trains  have  been  siguall(*d  and  sto])ped,  Signals 
whicli  liavc  beun  pkmted  may  be  taken  up. 

27.  The  Engine  wliisile  blown  once,  means 
*'ai)pl3'  the  brakes;''  twf'ce^  "let  go  the 
biakes  f  3  sJiort  tchlstlcs^  "back  up  ;''  when 
train  is  'ai>proaching  a  station,  3  i)rolonged 
whistles  will  be  signal  for  switch  ;  4  for  Air 
Line  Switch  at  Glencoe  and  at  Welland,  Allan- 
bur^:  aiid  Merrilton  Junctions  ;  5  for  caliing  in 
V  len.  One  stroke  0n  the  Engine  gong  sig- 
1.  jtop;  two,  Go  AiiKAi)  ;  three,  Back. 

..  .  Whilst  Train  is  running,  a  series  of  short 
successive  Whistles  is  a  signal  of  alarm  to  in- 
dicate that  part  of  Tiain  has  broken  loose  or 
become  detached,  and  is  a  warning  to  Train- 
men to  be  on  the  alert  io  appl}^  Brakes  and 
avoid  a  collision.     See  Rule  No.  119. 

29.  When  a  Train  is  standing  still,  several 
sliort  successive  Whittles  are  a  signal  that  an 


I 


n 


'»•* 


I" 


>T- 


3=! 


!Bi 


KU'.KS   AND    IlKGULATIOXS. 


13 


I'.      t:     i 


I 


Eiift-ine  requires  Wood,  and  ]?iakomon  slioiild 
luirry  to  it      .       .      •    .  •  <  ; 

30.  ENGINEERS  must  sound  a  prolonged  ' 
WHISTLE  lialf  a  mile  fioni  kvkiiv  regular 
and  signal  station,  and  public  Kond  crossing, 
and  when  apj^roaching  any  curve,  and  be  care- 
ful when  approaching  the  Yar^"'s  at  Clifton, 
Hamilton,  Ilan'isburg,  London,  St.  Thomas, 
and  Windsor,  to  give  a  low  and  continuous 
whistle  until  at  Passenger  Depot.  Moving  in 
the  yard,  while  in  tlie  vicinity  of  passongcr 
platform,  the  speed  must  not  exceed  5  iiiilos 
per  hour.  When  working  at  otlier  points  of 
the  yard,  the  rate  of  speed  lua}'  be  increased 
Vvhen  such  can  be  done  witli  perfect  sn^  'v, 
but  before  moving  Engines  oi'Cais  in  any 
enger  Depot  yard,  first  have  signalman  \ 
the  Engine  or  Car,  to  warn  Passengers  ..s 
approach:  No  Train  ar  Engine  shall  be  moved 
in  , front  of  any  Passenger  Platfoim,  while 
Passengers  are* getting  to  or  fi'om  the 'Depot 
and  the  Train  which  has  just  arrived. 
■  31.  Should  the  Bell  rope  become  disarranged, 
and  it  be  neccssarj''  to  sfojy  the  Train,  this  can 
be  done  by  Brakemen   ;  pplying  the  Bral;r 


u 


(»ui:at  wkstkkk  i:ail>yay 


■.s 


'cd 

cpol 

can 


I  • 


shrirpl}',  and  suddenly  releasing  them  a  few 
times  so  as  to  attract  tlh>  Eni,^iiieer's  attention. 

82.  A  TELKGKAri[  SIGNAL,  indicating 
**  Orders  for  Trains,"  .  is  placed  at  each  Tele- 
graph station,  and  when  turned  on  exhibits  a 
Red  Board  by  Day  and  a  Ked  Light  by  Night. 
"When  the  Red  Board  or  Red  Light  is  exhib- 
ited, the  Engineer  and  Conductor  of  any  aj)- 
proaching  Train  must  stop  for  orders,  and  not 
leave  the  station  until  they  receive  from  the 
Operator  either  a  *' Clearance  Order"  signi- 
fying that  the  *'  Holding  Order"  is  not  against 
their  Train,  or  receive  a  regular  Train  Order. 
See  Rules  Nos.  86,  80,  90,  91. 

^•^».  Engineers  and  Conductors  will  always 
]  out  for  Telegrapli  Signals  approaching 
J  aph  Stations,  and  the  swinging  of  a  Hag 

or  i.fi,ht  must  in  all  casks,  be  regarded  as  a 
signal  to  hold  up,  but  the  absence  of  the  proper 
signals  at  a  station  or  on  the  track,  must  be 
promptly  reported  to  the  Division  and  General 
Superintendent.  AY  hen  the  Red  Signal  is 
shown,  approaching  Trains  will,  in  all  cases,  be 
brought  to  a  stand  ;  and  those  to  whom  hold- 
ing orders  are  addi.  ^ed,  will  see  that  Trains 


■«.-»-i»— —•?•- 


1.         '-^t-mtdM 


MMMWaaU 


•  i 


4. 


I 


I'"!  I 
W  ! 


-1- 


RULES   AND   KEGUI^ATIOXS. 


15 


arc  stopped  ;  Conductors  will  then  go  with  all 
haste  to  the  Telegraph  Ofllce,  to  receive  and 
respond  to  such  orders  asnia}'^  be  waiting  them 
and  their  Engineers. 

34.  The  Red  Signal  will  be  changed  by 
Operator  immediately  after  the  Train  for  which 
the  Holding  Signal  was  set  has  left.  See  RnJe 
90. 

35.  PASSENGER  Trains  running  at  night 
MUST,  in  addition  to  Head  Light  on  Engine, 
have  ONi:  large  Red  light  conspicuously  shown 
from  the  rear  Platform  of  the  last  Passenger 
Car,  and  a  Red  hand  light  inside,  lighted  and 
ready  to  nse  as  a  signal ;  and  other  trains,  in 
addition  to  Head  Light  on  Engine,  must  have 
TWO  Red  Lights  shown  from  the  rear  or  si  f 
last  Car  to  warn  any  train  that  may  f( 
Engines  running  empty  must  also  carry  a  _  u^d 
Tail  Light  on  back  of  Tender. 

36.  No  other  Lights  than  the  above  must  be 
exhibited  from  rear  of  Trains,  and  when  a 
Train  is  standing  in  siding,  and  Main  Line 
clear,  tliese  Lights  must  be  obscured  so  long  as 
the  Train  is  stationary  in  the  Siding  ;  but 
special  care  piust  be  t: '  ^n  to  uncover  Tin: 


I  i, 


16 


ORKAT   WKSTUUK    RAILWAY 


I 


..d 


sfbc 

len  ^ 
Line 

kig  as 
but 


LIGHTS  tlie  monu'iit  tlie  Train. procoeds  to  ruii 
on  tin'  Main  Line. 

87.  Engines  will  bo  provided  with  Lead 
Ian  |/S  fitted  with  red  and  green  shades,  and 
before  an  engine  is  moved  to  come  upon  tho 
main  track  or  foul  of  it,  after  sunset  and  during 
night  time,  the  Engineer  must  lirst  draw  for 
the  preAnt  the  red  gliade  (until  the  green 
shades  are  completed)  so  as  to  exhibit  the  full 
red  light  from  the  head  iamp  ;  and  just  so  long 
as  the  Engine  is  upon  the  track  running  with 
or  without  a  Trai'\  this  red  signal  must  be 
fully  displayed,  and  the  moment  the  Engine 
and  its  train  irre  cleaV  of  the  main  track  and 
upon  tlie  side  track,  and  the  switches  all  l^rop- 
c  set  for  the  main  track,  then  the  red  shade 
\  be  withdrawn,  and  only  the  ordinary 
vvhiie  light  be  visible  ;  but  each  Engine,  night 
and  day,  will  have  placed  and  exhibited  upon 
the  front  of  the  head  light  glass,  upon  the  bar 
for  the  purpose,  the  number  of  the  Train, 
whether  regular  or  special,  to  which  it  is  at- 
tached, and  these  numbers  should  be  with- 
drawn when  engines  roach  the  shed  at  end  of 
journey.       Empty        gines  flagging  Regular* 


I! 


V^' 


,^-     " 


i 

Iri 


ymmtmilMJUtmmt^ 


*#i 


KULKS  5VND   KLGULATIOXS. 


17 


I. 


I 


:l 


li 


^  1 


I 


Traill,  as  per  Kulo  7b,  will  shew  number  of  tlic 
train  they  i-epresent ;  all  other  Empty  Engines 
to  shew  their  own  nunibej'. 

Railroad  Crossiugs  at  Ap2)in,  Lor  don,  Paris,  d  at 

St.  Tlioiuas,  Cauncld,  Wcllaud,  Fort  Erie, 

Brautford,  Gnolph  aud  Toronto. 

38.  All  engines,  with  or  without  trains,  will 
come  to  a  FULL  stoi'  at  tlie  Semaphore  BE- 
FORE CROSSING  the  TRACK  of  any  rail- 
road, and  not  proceed  until  a  distinct  signal  to 
do  so  is  given  by  the  Signnlman  at  tlie  Crossing. 

See  Rules  at  bottom  of  Time  Cards. 

RUNlSriNG  REGULATIOl^S. 

39.  The  CLOCK  in  the  Passenger  Depot  nt, 
HAMILTON  is  the  STANDARD  time,  wl  i 
is  31  minutes  faster  than  Chicago  or  Michi.,  ji 
Central  Time,  and  24  minutes  slower  than  New 
York  or  N.  Y.  C.  and  Erie  Railroads  Time. 
The  correct  time  is  telegraphed  daily  to  the 
principal  Stations,  and  the  clocks  at  Windsor, 
London,  Suspension  Bridge  and  Harrisburg 
are  the  standard  for  those  who  cannot  regulate 
by  the  Hamilton  clock.     "'ONDUCTORS  and 

Engineers  are  requi       o  daily  REG- 


;^ 


^ 


fT 


...  i.'-V 


it. 


ato 
[ncl 


IS 


GREAT   Wi:sTKllN'    IJATI.WAY 


ULATE  tlioir  watrhos  by  the  slnndnrd  time. 

40.  TRAINS  will  be  run  HINDER  tlie  direc- 
tion of  the  CONDrCTOR,  EXCEPT  when  his 
directions  coiitlict  with  tlie  rules,  or  involve 
risk  or  liazard,  in  either  of  which  cases  all  the 
participators  will  be  licld  alike  responsible. 
Conductors  must  niako  sure  that  they  are 
meeting  the  Trains  specilied  on  their  Train 
Orders,  at  meeting  and  passing  places.  Con- 
ductors and  Engineers  will  also  make  sure  that 
they  thoroughly  understand  the  rights  of  their 
Trains  under  Rul<>s  T)!,  52,  53,  54,  55,  bG,  57. 

41.  When  two  Trains  are  amalganiat<'d,  the 
Conductor  of  Train  nearest  whose  Train-time 
amalgamated  Train  is  run,  shall  be  Conductor 
o^  United  Tiain,  and  all  the  men  must  act  un- 
(..  liis  orders.  The  other  Conductor  and  men 
must  assist  him.  ..  . 

42.  The  FULL  FACED  FIGURES  denote 
that  Tiains  are  to  be  met  and  i)assed,  and  Con- 
ductors and  Engineers  b}^  referring  to  corres- 
ponding figures  on  same  line  of  Time  Table, 
will  see  what  Trains  are  to  bo  met  and  passed. 
(See  Rules  5G  and  GO.)  At  Junctions  see  hours 
for  connecting  Ti ;        or  Brandies. 


h 


!•<( 


1 


\ ) 


■if '; 


i\ 


j^,  r^-^  ..  «.    •.^«.  iM«>^  ^s  «^  «• 


&4M        4  m l.A*4*w  4  «ri*^^    I 


•  KULKS   AND   KIXJULATIOXS. 


19 


.i 


!1 


t  I 


I 


if 


'  i 


wa 


)  ?  I 


I 


n 


■t. 


I-      : 


43.  No  train  must,  under  fin}- circunhstaiices, 
leave  a  station  brfore  its  card  time,. except  by 
special  ordeis  from  competent  authority. 

44.  The  General  Superintendent,  Train  Des- 
patcher,  and  Division  Superintendents  are  th^ 
only  ])orsons  authorized  to  move  trains  by 
special  ordcM-,  and  but  one  person  on  the  same 
circuit  shall  be  permitted  to  move  trains  by 
special  order  at  the  same  time. 

45.  I.  C.  SllOWERMAN  is  the  Chief  Train 
Des])atclier,  and  his  orders  regarding  the 
movements  of  Trains  must  be  obeyed. 

46.  Trains  will  not  stop  at  Stations  or  pass- 
ing places  against  wljich  in  the  Time  Caid  a  * 
is  placed,  unless  necessary  for  the  ])ropt'r  busi- 
ness of  the  Road,  to  take  wood  or  water,  or  'i 
pass  or  get  out  of  the  way  of  other  Train.  ; 
but  Trains  must  stop  at  all  regular  Stations 
where  the  star  is  not  placed  opposite  their  run- 
ning time,  except  in  the  case  of  Through  Stock 
and  Fj'eight  Trains. 

47.  Passengers  Conductors  should  see  and 
salute  each  other  when  passing  on  their  trains. 
Freight  Conductors,  wh<"  massing  Trains  at 
Stations  either  night  or         ,  must  always  be 


5^ 


20 


GllKAT   WKSTKHN    UAILWAY. 


and 

LUlS. 

lit 
's"bc 


on  the  outsidt',  and  show  llirnisolvos  to  men  on 
.  Train  tliey  arc  i)assing.     Tliey  arc  forbidden 
to  ride  on  Enf;ine. 

48.  It  is  not  nocossary  that  PASSENGER 
Trains  shonld  STOP  more  tlian  TIIKEE  min- 

•  utes  for  WOOD  and  WATER  at  any  station  in 
the  day  time,  and  not  more  than  five  minutes 
at  night,  and  wlien  tlie  train  is  behind  time  the 
sto])S  should  be  as  short  as  possible,  even  for 
meals. 

49.  FREIGHT  Tkaixs  full  loaded,  having 
no  station  work,  must  not  arrive  at  stations 
any  longer  ahoad  of  leaving  time  than  is  adu- 
ally  necessary  to  get  wood  and  water,  and  at 
meeting  places  to  get  out  of  the  wa^*  of  trains, 
as  required  by  Rule  No.  C. 

50.  FREIGHT  Tkaixs  that  have  station 
work  to  do  will  require  a  little  more  time  at 
stations,  but  promptness  in  doing  such  work 
will  enable  them  to  use  sufTicient  time  in  run- 
ning between  stations. 

51.  All  TRAINS  ON  MAIN  LINE  going 
TOWARD  LONDON,  in  EITHER  direction, 

.  have  the  absolute  "-igld  to  the  road  against 
trains  of  the  so.         r  inferior  class.    Trains 


4, 


•f)' 


plJMvS   AND    UKcUI.ATlONS. 


21 


I 


I 


h 


I  i 


going  in  KITilRRDIlMXTIOX  FROM  LO.^T- 
DOX,  will  WAIT  INDEFINITELY  for  tiains 
of  same  or  supt'rior  class  that  ina}^  b(i  Ix'liind 
time,  uiilc.-  special  orders  are  received  from 
proper  authorities  to  proceed  ;  in  like  manner 
all  .  trains     on     AIR     LtXE,     going     toward 

ST.  THOMAS  in  EITHER,  direction  Jiave 
the  right  to  the  Road  over  Trains  bound  in 
opposite  direction;  those  on  ALL  AX  BURG 
&  WELLAND  RAILWAY  api)r()aching 
WELL  AND  JUNCTION,  have  right  to  the 
road  over  those  going  from  WELLAXi)  J  UXG- 
TIOX  to  ALLAN]^,URG,  CLlFTOXand  l\iER- 
RITON  JUNCTIONS;  tliose  on  TOROXTO 
BRANCH  approaching  TIAMILTOX  liave  the 
right  to  tlie  Road  over  those  going  fi-om  IIA^T- 
ILTOX  to  TOROXTO;  those  on  WELLIXG- 
TON,  GREY  &  BRUCE  Branch  approacliing 
IIARRISBURG  have  the  right  to  tlie  Road 
over  those  going  from  IIARRISBURG;  and 
those  on  the  SARNIA  BRANCH  approaching 
LONDON  have  the  riglit  to  the  Road  over 
those  going  from  LONDON  ;  those  on  LON- 
{u  DON  and  PORT  STANf^^Y  BRANCH  ap- 
proaching LONDON,  hi  ;ht  to  the  lload 


f 


f. 


oo 


G 11 1 ; A 'r  w  i:.ST i: u \  u a  1 1, w  a  y 


ovor  those  ^oiiig  from  LONDOX  ;  but  no  train 
running  umliT  this  riglit  will  Ifuvo  a  station  or 
passing  ]»laoo  whore  it  shouhl  meet  a  train  of 
the  same  chiss  UNTIL  FIVE  ^flXUTES 
AFTKH  its  card. time,  unU'ss  tlic  train  it  sliould 
liave  met  htis  arrived;  and  tliis  live  minutes 
mnst  be  observed  at  everv  succeeding  station, 

t  ,  CD  / 

until  it  shall  have  nn't  the  delayed  train,  unless 
distinct  tel('graj)h  train  orders  arc  given  to  the 
contrary,  and  Despatcher  will  be  careful  about 
giving  these.  Wiien  one  passenger  train  over- 
takes another,  tliey  must  be  kei>t  a  safe  dis- 
tance apart.     See  Ruh?  02. 

52.  TOKOXTO  JUXCTIOX.— MAIX  LINE 
Tiains  have  KKIHT  of  Koad  over  TOROXTO 
Branclr  trains  of  sa>[k  class  between  Tojonto 
Junction  and  Hamilton  when  going  in  either 
direction.      (See  Kule  Xo.  115.) 

53.  KOMOKA  JUXCTIOX.— MAIX  LINE 
Trains  liave  RIGHT  of  Road  over  SARXIA 
Line  Trains  of  same  class  between  Loudon 
and  Komoka  when  going  in  either  direction. 

54.  SARXIA  TJXE  Trains  have  RIGHT  of 
road  over  PETJ  V  Branch  Trains  between 


: 


¥ 

) 

r 
i 


I 


— ^i-^x-^-^rTi*,-  'T^far 


■■ 


I 


KULKS   AND    KKGULATIOXS. 


23 


' 


i.     ' 


i: 
i, 

In  J 


1- 

it  I, 


I 

it 

il 


•   ■till'  ' 

III  tr 


Wyoming    and    Pelrolia    Junction    going    in 
eitlicr  direction.  .  « 

65.  Tiains  possessing  the  light  of  road  are 
entitled  to  tlie  main  track  at  the  turnouts,  hut 
will  take  the  side  track  wlien  arriving  at  a  sta- 
tion in  time  to  do  so,  if  it  is  known  that  a  train 
is  to  be  passed  at  such  station,  or  if  by  doirn^ 
so  time  can  be  saved.  In  either  case  it  must  be 
done  promptly.    See  Rule  05. 

66.  Should  a  tiain,  having  RIGHT  to  ROAD, 
be  oidei'cd  not  to  leave  a  station  until  a  SPKCr.- 
FIED  time,  unless  anoth(U'  train  has  ariived, 
the  train  thus  held  must,  if  the  expected  train 
docF.  not  get  there,  WAIT  the  usual  FIA'E 
minutes  foi*  safety  before  pi'oceeding. 

67.  In  the  tiine  table  the  trains  are  classed  as 
to  prioii^y  of  right  to  the  road,  those  of  an  in- 
ferior must  keep  out  of  the  wa}'  of  all  tiains  of 
a  superior  class  moving  in  eithei'  direction,  and 
irregular  trains  must  keep  entirely  out  of  the 
way  of  all  regular  trains. 

68.  No  train  of  any  inferior  class  must  leave 
the  station  next  preceding  that  at  wdiich  it 
should  bo  met  or  passe("'  '  •  a  train  of  a  su- 
perior <  ^'iss,  unless  it  c  've  at  the  latter 


Tl 


'  "I 


e 

it 

in- 
ter 


24 


H.  r.KKAT  wksji:i:n   railway 


G3.  Special  T, 
tioiis  at  sairie  3 


!3 


station,  by  its  avi^rago  rate  of  nmnijig,  ten 
nihiutes  bcfoiv  the  leaving  time  of  tlie  sii])erior 
class  train. 

59.  No  train  will  proceed  toward  a  station  . . 
where  it  ex]HH'ts  to  meet  a  train  of  the  same  class 
possessing  the  right  to  the  road,  unless  it  has 
ample  time  to  arrive  there  strictly  i!t  or  before 
the  card  time  of  the  latter  train  to  leave. 

60*  ^^'hen  two  or  more  Trains  are  running  in 
company  on  the  time  o^  a  starred  Train,  the 
Train  or  Trains  that  are  following  must  run 
into.9/rt?V6'<^statio]is  \\\{\\extreme  caution^  with 
the  expecfatwn  of  finding  the  heading  Train 
signalled  to  stop. 

61.  In  case  of  a  Train  being  hauled  by  two 
Encrines,  Enirineer  of  the  First  Engine  is  i()  be 
considered  as  in  charge  of  the  Train.. 

62.  Wlien  two  or  more  engines  are  running 
in  company,  the}'  must  keep  at  least  one  mile 
APART,  ol)3erving  particular  caution  at  all 
curves,  in  d  they  must  all  cautiousl}'  get  in 
sight  of  each  station  before  the  forward  one 
leaves  it.  '       .  u 

aust  be  run  betv,  ^H?h  Sta-    jf 
speed  Jis  saiuf.  •- 1  :s3   of 


p. 

It. '  f.  ■ 


M 


?»! 


i[ 


!i 


\ 


»> 


■   ^ 


W*-»^t-«    lOl    ^.M  i^*.  ^ 


ftULKS   AND    RKGUIiVTIONS. 


25 


Train  is  timed  to  run  in  Time  Table,  and  must 
bo  switcbod  clear  of  Main  Line  at  least  ten 
minutes  before  ordinary  Trains  are  due  to  pass. 

64.  ENGINEERS  of  trains  moved  hy  special 
orclci\  and  of  all  irregular  trains,  will  ap- 
proach STATIONS  ^Dith  EXTRE?iIE  QA\5- 
TION,  upon  the  supposition  that  another  train 
will  he  met^  or  that  the  main  traclc  will  he  oc- 
cupied^ and  will  carefully  approach  stations  at 
which  they  ought  to  meet  or  pass  trains,  and 
and  on  approaching  those  at  whicli  the  train  is 
to  stop,  shut  off  sU^am  early  enough  so  that  by 
tlie  application  of  brakes  to  train  and  tender, 
the  s])eed  will  be  reduced  to  FIVE  miles  an 
hour  when  passing  entering  switch  at  the  sta- 
tion, and  thus  under  full  control  until  brought 
to  a  full  stop. 

65.  Engineers  and  Conductors  of  Trains  ap- 
proaching Stations  with  orders  to  meet  and 
pass  other  Trains,  will  not  be  permitted  to  take 
any  chances  in  running  ahead  to  back  into  side 
track,  but  must  take  the  first  switch  rcud  run  in 
clear  of  the  Main  Track. 

QQ,  "When  Conductors  r'>coive  orders  to  run 
*avoi'l!:'i;  regulars,'    wh'  cans  from  eacZ 


i 


m 


In 
1)7. 


y 


2G 


GKKAT    W£STi:UX    llAILWAY 


,ii 


I. 


r 


direction^  tlit^y  must  post  tlieinselves  as  to  the 
positions  of  Tniins  following. 

67.  When  a  train  has  orders  to  run  RE- 
GARDLESS of  a  SPECIFIED  train,  it  gives 
tlie  train  under  such  oiders  no  rights  over  an- 
other train.  ^  .. 

68.  No  Train  must  be  started  from  or  allowed 
to  pass  a  Station  or  Siding  within  ten  minutes 
after  a  preceding  Train  of  same  class;  and  in 
all  cases  where  there  is  a  possibility  of  a  Train 
being  overtaken  by  jinother  Train,  Conductoi's 
must  put  oft"  a  Brakenian  in  good  time  to  signal 
and  warn  the  Tiain  following.  See  Rules  25 
and  2G.  When  Tiains  have  to  meet  and  pass 
at  side  tracks  where  there  is  no  Switchman, 
Conductors  must  M  tliemselves  in  and  out  of 
these  side  tracks,  and  see  that  the  Switch  is 
properly  set  for  the  Main  Track  and  locked. 
If  Switch  is  not  lighted  and  Engineer  cannot  see 
that  Switcli  is  left  propei-ly  set  for  Main  Track, 
lie  will  make  sure  his  Conductor  knows  Switch 
is  left  right. 

69.  Tlie  live  minutes  alluded  to  in  Rule  No. 
5G  is  allowed  for  '"'^''rcnci^  in  watclu's,  and  no  \ 
jjcirt  of  ihr.tiin  alloioed  must  hi  usedhy 


V,  ^  ■ 


i?^! 


.'V 


ci 


I 


'3. 


il 

i; 


) 


4'    I'ik 


KULES   AND   REGULATIONS. 


27 


iraimnen  to  cnahle  tlicm  to  reach  a  station  to 
meet  a  iraln^  unless  in  cnse  of  unavoiclablc  de- 
tention l)}^  failure  of  engine  or  accident,  in 
•^liicli  case  a  rod  ilag  must  be  sent  ahead  to  in- 
sure safety. 

FLAGGING  TRAINS. 

70.  A  RED  flag  by  day,  and  a  ]"ed  light  at 
niglit,  in  addition  to  Head  Light,  placed  upon 
the  FROIST  of  an  ENGINE  or  Train,  and  a 
Red  Hag  and  additional  lamp  fully  disjilayed 
from  the  Rear  of  the  Train,  indicates  that  the 
Enoine  or  Train  is  FOLLOWED  by  A^- 
OTIIEIi,  and  the  following  Train  must  always 
be  considered  as  a  part  of,  and  as  having  all 
the  rights  of  the  leading  Tiain,  and  Conductors 
and  Engineers  of  other  Trains  must  so  regard 
it,  and  wait  for  all  the  oilier  Trains  in  company 
indefinitely^  and  pass  them  all  at  the  same 
point,  unless  this  signal  is  cancelled  by  Des- 
patcher,  when  the  order  in  Book  will  state 
WHERE. 

71.  Wlienever  an  extra  trnin  or  engine  is  to 
follow  another,  notice  therec^f  must  be  given  to 
the  Despatcher  and  to  thi  'uctor  of  the  for- 


llr: 


I  *  ■■iil 


28 


GIIKAT    WJ:ST1:UX    IIAILWAY 


ward  train,  who  will  cause  (he  ])roi)er  signals 
to  be  displaytnl,  and  stop  and  notify  all  Con- 
ductors of  Trains  that  he  ma}'  pass  that  a  Train 
is  following,  and  must  be  waited  for.  Con- 
ductors must  always  SEE  Hags  or  lamps  dis- 
played before  their  Trains  start. 

72.  Fla^i^intr  Trains  is  a  verv  respDusible 
duty,  and  when  a  flagged  Train  that  is  follow- 
ing another  gets  more  tlian  fifteen  minutes  be- 
hind at  a  Station,  the  CON  DUCTOK.  of  the  for- 
ward Train  will  KEPOKT  to  the  TRAIN  Des- 
patcher  and  ask  for  orders,  and  wln'n  the  flag  is 
ordered  down,  or  when  the  flag  has  reached  its 
destination,  Conductor  of  Train  carrying  the 
Has;  will  see  tliat  such  messiii'e  or  notice  is  writ- 
ten  in  telegraph  book,  and  that  Operator  dis- 
l)lnys  telegj'a])h  signal,  so  as  to  stop  and  notify 
train  men  interested.  77ifs,  of  course,  will  not 
dispense  with  the  necessity  of  his  also  telling 
Conductors  of  Trains,  against  whom  he  is  run- 
ning. Cojiductor.-  of  Trains  carrying  flags,  iji 
addition  to  seeing  that  the  telegraph  semaphore 
is  shown,  and  notice  is  entered  in  telegraph 
book,  as  prt'scrib  '^  will  make  sure  that  the 
rnen.they  meet  <  'ns  bound  in  opposite  di- 


|l 


I'JMi 


'^^ 


n  i 


.•I- 


I 


•.V»' 


I  4  ■  • 


II 


I 


i^\ 


HULKS  AND   RKGULATIOKH. 


20 


reclions  mid  affoctetl  by  tlio  flag,  aie  clislinctly 
notified  of  such  flag. 

73.  The  Engineers  canying  fhigs  or  lamps 
will  sound  their  whistle  when  a])pi'oacliing 
Trains,  to  call  attention  to  flag  signal  (which 
thoy  must  know  is  exhibited  on  tlieir  engine), 
and  reduce  speed  so  that  their  Conductors  can 
notify  trainmen,  and  they  will  not  pass  such 
trains  until  signalled  by  their  conductors  to  do 
so. 

74.  Should  a  Train  that  is  being  flagged  fail 
to  keej)  up,  and  a  Train  of  superior  class  going 
in  same  direction  gets  in  between  the  Trains  in 
company,  it  DOKS  NOT  TAKK  AWAY  the 
rights  of  the  flagged  Train,  and  nil  Trains  going 
in  tJie  opjyosiie  direction  will  keej)  out  of  the 
way,  in  the  absence  of  te^legraph  orders  to  the 
contrary'  ;  but  no  train  except  a  train  of  su- 
perior class  will  come  between  a  flag  and  the 
Train  being  flagged,  and  the  superior  class 
train  will  carry  a  flag  in  the  intervening  dis- 
tance. 

75.  ENGINKKRS  must  keej)  a  shai-p  look- 
out for  trains  on  SIDE  T17ACKS,  and  when 
they  see   one  with  thq  C         ictor  at  front   of 


my- 


so 


OUKAT    WKSTEllN'   liAILWAY 


Engine,  cxliibitingaivd  Jliig,  nncT  lioar  Engineer 
of  standing  train  snuiu'l  his  wlii>stle  three  limes, 
the}'  ^vill  undi^rstand  tliat  the  train  on  side  track 
wishes  to  be  llagged  to  tlie  next  telegraph  sta- 
tion, and  tlie  Engineer  of  tlie  passing  train  will 
'signify*  that  he  understands,  by  distinctly 
sounding  his  whistle  three  times,  and  will  flag 
the  train  accordingly.  At  night,  the  Conductor 
will  use  the  red  lamp  instead  of  fhag,  which  ho 
will  raise  and  lower  sevei'al  times  as  a  signal, 
the  Engineer  blowing  his  whistle  as  above. 
"When  the  weather  is  foggy,  and  signals  are 
difllcult  to  discern  great  caution  nnisl  be  had 
in  their  use.  Conductors  must  always  know 
when  their  Eiiirine  is  flaa£;ing  a  Train,  and  for 
this  object,  the  l^ngineer  and  Conductor  of  train 
in  side  track  will  repeat  their  signals  when  the 
tail  end  of  moving  Train  is  approaching  their 
Engine,  so  as  to  call  Conductor's  attention  to 
flagging  signal ;  and,  in  addition,  Engineer  will 
always  sejid  back  his  fireman  at  f].ist  place 
where  he  meets  and  passes  a  Tj-ain,  to  make 
certain  his  Conductor  knows  of  the  flag  carried. 
76.  Should  a  T3?  AIN  be  held  by  ANOTHER 
BETWEEN  TEI       l^APH    STATIONS,   the 


n 


■' »'. 


) 


iiULi's  AJjj)  ju;gulatjo^;s. 


31 


li 


h 


r 
I 


Conductor  of  the  tniiii  thus  held  niiiy,  by  giv- 
ing  the  signal,  us  per  Rule  immediately  pre- 
ceding, require  tlio  first  train  passing  him, 
"bound  in  tlie  same  direction,  to  flag  him  to  the 
next  telegraph  station,  on  liis  arrival  at  which 
he  must  report  to  tlie  Train  Despatclier.  Ex- 
cept as  above,  signals  must  not  be  carried  for 
extra  trains,  unless  by  direction  of  proper  au- 
thority. Conductors  must  always  know  when 
their  engine  is  flagging  a  train. 

77.  Orders  from  the  TRAIN  DESPATCIIER 
must  ALWAYS  be  obtained  before  an  extra 
engine,  witli  or  without  a  train,  is  stai'tcd  in 
company  witli  a  regular  train,  and  the  Wn^imiist 
alioays  be  exjnessly  iindcr stood  by  all  the  men 
%L2)on  trains  running  in  comj^cmy. 
^  78.  When  it  is  necessary  to  send  an  extia 
Engine  over  "the  Road,  it  will,  if  possible,  pre- 
cede and  run  on  the  time  of  some  regular  train, 
and  will  be  enMlled  to  all  the  rights  of,  and 
carry  signals  for,  the  regular  train.  In  such 
CASES,  the  REGULAR  train  will  run  TEN 
minutes  BEHIND  its  card  time — but  no  freight 
Engine  will  be  run,  under  this  arrangement,  in 
front  of  a  Passeny-or  trai       \l  must  either  run 


! 


i;iil'!f 


ORK.VT   WKSTKllN'    UATLWAY 


on  tol^'graph  onlers  or  witli  a  freiglit  train. 
•  79.  No  extra  engine,  with  or  witlioiit  a  tiain, 
^vill  pass  over  any  ])orti()n  of  the  road,  unless 
by  special  permission  of  (loneral  Snpcrinteiul- 
ent,  Train  l)es})atrlii>r,  or  Division  Su})orintend- 
ents  :  and  bt'fore  an  Eniiine  can  return  after 
piloting  a  Train  to  an}*  Station,  permission  to 
do  so  must  be. obtained  from  the  Train  Des- 
patcher.  In  ca^e  the  Engine  is  not  required  to 
go  with  a  Train  as  far  as  the  next  Station,  an 
order  to  return  must  be  obtained  by  Engineer 
from  Ti'ain  Despatcher  at  Station  froni  which 
Engine  starts. 

80.  AVhen  an  Eiiginoei-  of  an  engine  or  train 
has  an  order  to  run,  or  runs,  looking  out  for 
another  train  or  engine,  he  must  keep  whistling 

and  be  carefully  flagged  around  curves. 


•I 


( 


r 

in 


RUNNING    REGULATIONS. 

TELKOHAl^IT  'ARRANGEMENTS. 

.81.  Working  the  TRAINS  under  the  TELE- 
GIIAPII  system  renders  cxtremG  cavthn  neccs-' 
sary,  and  SWITCI1P2S  must,  at  all  times,  be 
kept  standing  fortl">  main  track,  as  Trains7?za?/ 
be  expected  at  (         noment.      The  man  that 


MWWiirlii 


:]Hi 


11 


Mi 


it 


?. 


•  t    • 


RULT:S   and   IIKGULATIOXH. 


S3 


cj?c?is  a  smilch  tiiuhI  close  and  loclc  it  for  Jfahi 
track;  Conductors    are   responsible  for  this, 
duty  xohere  there  Jiappens  to  he  no  t^w  itch  man.' 
Soe  Rij1(^  OS.      Station  Men  will  not  be  relieved 
of  the  ui'gent  necessity  of  seeing  wlien  Trains 
pass  out  of  sidetracks  that Swirclies  are  locked 
for  Main  Track.'-  The  pin  niugt  always  be  in- • 
serted,  and  see  that  it  is  on  the  i)roper  side  of 
the  le.ver. 

•  82.  The  safely  of  LIFE   and  PROPERTY 
n"i])erativel3^  demands  that  every  person  in  an}^ 
manner  connected  with  the  movements  of  ti'ains> 
by  spocijil  ordei*,  should  use  the  ntmost  care 
and  watchfulness,  and  that  all  Rules  regarding 
the  san)e  movements  should  be  strictly  observ-'. 
ed.     Orders  should  be  made  plain  and  explicit, ; 
and  if  not  fully  understood  b}^  the  parties  ad- 
dressed, an  explanation  should  be  required  be- 
fore taking  the  order.      After  the  reception  of: 
an  order,  it  mustije  oijkyed  fully  axd  to  thE' 

LETTER.  ' 

83.  Pjomptness  on  the  part  of  Train   men- 

and  0})erators,  in  the  transmission  of,  and  re- i 

S]>ohse  TO,  telegraph ordei-    * "  of  the  utmost  ini- 

X>ortance  in  enabling  trai 
2 


)  move  with'regu-. 


''W^r^- 


'!•*!  i> 


81 


OKKAT  wj:sti:i;n  iiailway 


laiity,  and  ^avo  clt'tt^itions,  and  all  concorned 
must  boar  in  mind  that,  frequently,  a  few 
MiNUTKs  unnecessary  loss  of  time  at  a  stntion 
results  in  some  hoiks  delay  in  aecomi)lisliing 
the  whole  tiii).  and  thus  tin;  imi)ortanco  of  all 
the  desi)ateii   ])ossible,  co.nsistknt  avitji  the 

BAKK'J'Y  OF  'I1:A1N,S. 

84.  Station  Afi'ents  will  always  give  Oper- 
ators w  hat  assistance  they  want  in  sending  for 
and  getting  train  men,  but  OjxMators  arc  re- 
e])onsible  for  the  ])ronii)t  and  faithful  delivery 
of  ti'ain  orders. 

85.  All  Ol^Dl^IiS  and  messages  relative  to 
the  M0VKME>;T  of  TIIAINS  must  be  written 
in  FULJj,  and  no  abbreviations  used  except  the 
telegraph  abbreviations  "81"  and  '*32."  Des- 
piitcheis  and  Oi)ei'ators  in  receiving  "82's" 
will  patiently  and  carefully  listen  to  the  end  of 
the  message,  and  make  sui'e  that  each  word  and 
figure  is  accurately  repeated. 

86.  TRAIN  Ciders  will  be  addressed  to  En- 
gineer and  Conductor  ;  they  must  be  read  aloud 
by  the  Operator  in  hearing  of  the  Conductor, 
who  will,  looking  o  •  the  Order  Book,  compare 
the  original  there  a,  '.'  the  copy,  and,  if  correct, 


III 


<«MMMMINi 


m '  i'< 


Mij.<(i;.., 


U 


J 


It 


RULKS  AND   JIKOULATIONS.       t^  85 

sign  on  tho  Book  )iis  nndcj'standing  of  tlie 
order,  and  also  sign  for  his  Kiiginccr ;  ])ut,  be- 
fore accepting  it,  see  tliiit  it  is  endoised  on  the 
back  and  sign;^d  by  tlje  Operator;  and  ])efore 
starting  liis  Train,  read  it  to  liis  Engineer,  make 
sure  that  lie  full}'  understands  it,  and  hand  it 
to  him  to  retain  until  end  of  journey.  (See 
Kule  No.  71.) 

87.  When  an  0])erator  receives  a  message 
for  Express  Trainmen  warning  them  that  a 
Freight  Train  is  iiinning  ahead—the  o])erator 
will  add  on  the  fac(^  and  at  the  bottom  of  the 
order,  the  time  at  which  the  Freight  Train  left 
his  Station  ;  and  the  Operatoj-  will  also  copy 
in  his  book  the  information  he  gives  on  the 
bottom  of  the  Despatcher  s  order,  so  tliai  Con- 
ductors may  initial  as  having  received  it.  No 
excuse  will  be  accepted  fiom  aii}"  Conductor, 
leaving  any  Telegraj)!!  Station,  to  run  by 
special  order,  without  first  having  obtained 
Copy  of  the  Order  ENDOKSEl)  and  signed  by 
the  Opei*ator  receiving  it,  and  this  must  always 
be  read  by  the  ENGINEER  BEFOIIE  starting, 
and  be  retained  by  him. 

88.  Too  much  care  caii^jt  be  used  by  train- 


mw 


• — .;*^.— f"^' 


.«,*.^.     tlto^^..     »4«M..*w«»M 


HO 


"i^      UUh'AT    WKSTKllN'    RAILWAY 


'S 


nioii  ill  llio  o1)S('rvaiK'o  of  theso  Jlulos,  ruid  tlioy 
must  KNOW  v.iFOKK  sTAiiTiNcj  fiom  Toli'giapll 
Stations,  at  wliii-h  oiilors  aio  ivcciveil,  that  the 
Coj^y  of  tlu'ir  Oitlor  is  Wokd  for  Wouu  like 
tlie  Original ;  Conductors  ai.ways  C0Mi»Ai:iNa 
Original  in  ]>ook  with  Copy,  Signing  tho  Book, 
and  getting  the  Coj>y  endorsi^d  on  back,  and 
signed  l\v  0])erat()r.     Sco  Rule  No.  09. 

89.  IlOLDIMv  ordcis  will  be  addressed  to 
the  OPEKATOll  and  2\GEN'r,  or  the  Agent's 
substitute^  on  duty,  and  during  NIGHTS  to  the 
OPEKATOK  and  SWITCHMAN  or  Night 
AViiteh.  ]k)th  Ojieiator  and  Agent  or  Opera- 
tor and  Nightujan,  as  the  case  may  be,  will 
'^'d'S'  these  ordeis,  and  OPERATOR  will  allow 
nothing  to  int«>rfere  with  his  IMMEDIATE  NO- 
TICE to  ACCENT  or  Nightman,  as  case  may  be, 
of  these  Holding  Orders.  Agent  or  Nightman 
will  see  that  trains  are  held.  Operator  will  be 
dismissed  if  caught  signing  for  his  Station 
Agent,  or  his  Switchman,  or  Nightnmji,  and 
w^hei'«?  there  is  oxLY  an  Operator  ou  duty,  ]iis 
signature  will  be  accepted  and  ue  alone  be 
held  res])onsible. 

90.  OPEilATOL  -  when  CALLED  for  IIOL- 


t. 


h  11 

[ 


m   -v 


'•  'b.v„.-- 


■f\ 


i'V 


I.' 


§■ 


I 


1:1; : 


KULK3   AND   KKGULATIOXS. 


37 


PING  or  TRAIN  ORDEIIS,  will  exhibit  tlio 
RED  Telegrapli  Signal  AT  ONCE,  (see  Rule 
No.  82)  and  not  lower  it,  until  all  Trainmen 
then  at  Depot,  and  due  or  exi)ected  are  noti- 
fied ;  an  exception  being  made  in  case  of  Ex- 
press Trains  not  timed  to  stop  and  not  neces- 
sary to  stop — th(i  holding  order  not  allecting 
their  Trainmen — when  the  Signal  niav  be  low- 
ered,  but  waited  on  and  raised  immediately 
after  they  pass.  The  Red  Signal  so  exhibited 
will  bring  all  Trainmen  to  Ofhce  for  Orders. 
Those  not  affected  and  not  held  for  orders  will 
be  furnished  with  tlie  pj'0])er  "clearance  order" 
before  being  allowed  to  pass  ;  but  the  Signal 
will  be  kept  set  until  those  really  interested 
are  sent  for,  found,  Tiiid  notllicd.  Conductors 
will  always  haste  to  the  Telegraph  OlHce  with- 
out being  sent  for,  when  the  Red  Signal  is 
shown.  .       .       • 

91.  Whi:^n  Conductors  are  notilied  that  they 
are  ITELl)  FOR  ORDERS  or  for  the  arrival  of 
a  train,  they  will  place  their  signatures  across 
the  holding  older  on  Telegia])h  Order  ]>ook. 

02.  When  a  First  Class  TRAIN  LOSES  ton 
or  more   minutes  from   any  cause,  the  CON- 


I-  —  --^-l^.*.. 


oh 


GKKAT   AVKSTERK   KAIMVAY 


■  i 


IS 


of 


PIXTOll  will  KJ^^POirr  at  llie  next  Tologiapl. 
Station  to  tlie  DIVISION  SUPT.  and  DES- 
PATCIIKK  the  CAUSE  of  tlio  detention  ;  if 
the  detention  is  caused  by  any  derangement  of 
the  engine  or  cars,  give  the  name  of  engine,  or 
number  and  kind  of  car,  and  wlien  off  the 
track  state  time,  cause,  nature  of  damages,  and 
position  of  cars,  and  wliether  in  a  cutting  or  on 
an  eml)ankment.  The  same  rule  applies  to 
Second  Class  Trains  when  detained  twenty 
minutes.  To  kfa-v  tife  PROPER  RECOR]) 
OF  MOyjOMEXT  OF  TRAINS,  Conductous 
MUST  KEEP  THE  DIVISION  Sui'T.  and  Teain 
Despatciief  informed  of  all  causes  of  de- 
tention, AN)  KEPoirr  coPvRECTLY  AS  Ar.oyE. 

93.  Wheii  a  SLOW  train,  moving  in  AD- 
YANCE  of  a  l^WST  train  by  special  order,  from 
any  cause  becomes  unable  to  make  its  running 
time,  the  CONDUCTOR,  as  soon  as  he  discov- 
ers such  to  be  the  case,  will  di'op  a  Hag-man  to 
give  warning  to  the  train  following,  (if  neces- 
sary ■i:)lace  fog  signals  on  the  track)  and  put  his 
train  upon  the  first  switch  he  reaches,  there  re- 
innininf;  isntil  he  has  received  special  orders  to 
proce<xl,  or  till  lie  can  go  ahead  in  accordance 


1 1 

♦  ■1 


M 


■  ^^  ■    y 


l!> 


■HI 


h-1 


I  ' 


f 


:  I 


!■ 


i 

I! 

I.* 


'^ 


■„.!:*1i"- 


RULKS  AXD   KKGULATIOXS. 


89 


witli  tlie  rigats  of  his  train.  Tliis  rule,  liow- 
cvcr,  can  bo  nniiuUecl  at  tlio  option  of  tlie  Train 
Bespatclier. 

94.  Conductors  of  slow  trains,  running  in  ac- 
cordance witli  llnle  immediately  preceding,  will 
stop  at  each  telegraph  station,  and  report  them- 
selves to  the  Train  Despatcher,  and  await  his 
orders. 

95.  Train  Despatclier  may  at  any  time  can- 
cel Card  Time  of  any  Train  at  a  AVay-Station 
should  he  find  it  necessary  to  do  so  ;  but  in  all 
cases  wliere  Card  Time  is  cancelled  Train  Des- 
patcher will  give  a  stated  time  to  Train  affected  ; 
sucli  time  to  be  based  on  minimum  speed  for 
that  class  of  Train. 

96.  CONDUCTORS  of  WOOD  and  CON- 
STRUCTION trains,  will,  DAILY,  before  leav- 
ing for  their  Avork,  leave  with  the  Telogiaph 
Operator  a  memorandum  of  where  the  Train 
will  be  working  for  the  day,  and  this  memoran- 
dum will  be  telegraphed  to  London,  Hamilton, 
St.  Thomas  or  Fergus,  as  the  case  may  be,  and 
iilso  posted  in  a  conspicuous  place  for  the  in- 
formation of  all  concerned.  On  Sundays  or 
other  da3^s,  when  a  road  train  does  not  work, 


mn^ 


40 


GUKAT   AVKSTKKX    RAILWAY 


m 
lii- 

id 

Ui- 
lor 


notice  to  tliat  cfUn't  must  be  i^iven  by  tlic  Con- 
ductor at  the  Tolco;ra]>li  Oflico.  AVhciievor  ii 
new  or  ine<;ulMri'o:id  tiJiin,  or  one  tballias  been 
teni])orarily  susiuMided,  is  to  be  ))ut  on,  notice 
must  be  t;iven  to  tlie  Tiain  Despatclier  the  day 
previous.  '  '  • 

97.  Wood,  Construction,  or  Gravel  Trains 
must  not  on  anv  account  be  on  Main  Line  witliin 
20  minutes  of  time  of  any  I'cgular  Ti'ains  being 
due  without  tlie  autliority  of  the  Train  Des- 
patcher. 

98.  AVhen  a  Construction  or  Gravel  Train  is 
standing-  on  Main  Line,  Conductor  must  f^nd 
bis  men  out  Mith  pioi)er  signals  each  wa^'  a 
distance  of  at  least  800  yards. 

99.  AVhen  Oi)erators  relieve  each  other,  the 
one  going  off  duty  must  carefully  call  the  at- 
tention of  tlie  one  coniinc^  on  to  orders  still  in 
effect,  and  as  juoof  that  the  one  coming  on  duty 
knows  of  these  ordeis,  he  will,  in  the  pi'esence 
of  the  one  going  off,  ])lace  his  initials  on  the 
majgin  of  the  book,  oi)posite  each  order. 

-  100.  At  ^'ight  Telegraph  Stations,  Night 
Stalionmasters  or  Switchmen  must  see  that 
Operators  ker'})  awake  ;  and  any  seeming  neg- 


\' 


(I 


■ 

h 

i  11, 


.  1 


h 


\'- 


HULLS    AXIJ    KHGULATIONrf. 


•11 


,  ligc'nc(3  ill  aUciKliiif;'  to  Iiistriimenis  nuist  be  re- 
ported without  fail  to  tlie  Stationmasler,  who 
will  report  it  to  the  Telegrapli  Superintendent; 

COPETO WN  GRADE. 

101.  Whe7i  the  telegraph  is  loorJcing^  under 
ordinary  circumstances  (as  to  Weal  her  and 
state  of  Eails)  Frei<i;ht  Trains  going  East,  fol- 
lowing any  Tiain,  must  not  leave  or  pass  Dun- 
das  or  S^^denhani  until  a  message  from  Toron- 
to Junction  has  been  received  saying  that  pro- 
ceding  Train  has  left  there  for  Hamilton. 
When  the  Bails  are  Slipper?/^  Freight  Ti*ains 
bound  East  are  not  to  leave  Copetown  until  a 
message  has  been  received  saying  that  Line  is 
Kjlear  for  it  to  Dundas  or  S3^denham.  If  it  has 
to  pass  another  train  at  Dundas  or  Sydenham, 
authority  to  i)roceed  must  not  bo  given  until  it 
has  been  ascertained  that  such  Train  is  switcli- 
ed  there  clear  of  the  Ma  in  Line. 

103.  Whe7i  Telegraph  is  not  Worlclng. 
Freight  Trains  bound  East  must  not  leave 
Copetown^  Dundas  or  Sydenham  \\\{\\m  twen- 
ty minutes  after  departure  from  th')SO  Stations 
of  a  Train  going  to  Hamilton,     t  reight  Trains 


,J!^.''^ 


42 


OllKAT   AVl.STKllX   1{ATL"\VAY 


te 

r 
s 


boliiiid  time  going  East,  orclerod  by  Time  Table 
to  keep  clear  of  ordinary  Trains,  must  switch 
ofT  at  CojKtown  for  such  Trains,  and  not  leave 
tliat  Station  before  the  ordinary  Train  has 
passed,  though  they  may  have  ample  time  to 
run  to  Dundas  or  Sydenham. 

Special  Instructions  to  Track  Men. 

103.  Ever}^  man  at  work  upon  the  track 
must  bear  in  mind  that,  under  the  Telegraph 
S^'stem  of  working  the  road,  a  train  may  be 
eximx:tedJat  any  momknt,  and  thus  the  neces- 
sity of  the  strictest  watchfulness  always  on  the 
part  of  all. 

104.  At  ALL  TiMKS,  whctlier  a  train  is  due  by 
the  card  oi'  not,  before  a  rail  is  taken  out  of 
the  track,  or  when  it  is  necessary  to  repair 
any  portion  of  tlie  roadway,  that  will  render 
the  road  impassable  for  a  train,  a  hkd  flag 
must  iirst  be  held  at  least  kiciit  hundred 
Yards  from  the  spot  in  each  direction,  and 
kept  displayed.  If  on  a  cuive  and  down 
grade,  the  ^signal  should  be  held  at  least  thir- 
teen hundred  3^ards  distant. 

105.  A.t  ALL  TIMES,  where  work  is  going  on 


■»H 


SKSZS^ 


IIULES  AXD   KEGULATIOXS. 


43 


I    t 


-  ,  >  > 


that  renclers  tlie  traclv  in  the  lkas'i^  dk(;ukk 
UNSAFE  for  Trains  tojxiss  at  their  usual  speed, 
the  cr.EKN  FLAG  must  be  set  at  k\'ist  five  iiun- 
DJiED  YAKDS  froiu  the  spot  in  each  direction. 
See  iJiat  sand  does  not  wash  doion  iipon  the 
track  at  lload  Crossings.  During  very  wot 
nights  foremen  must  watch  places  in  the  trade 
nicely  to  he  damaged. 

106.  In  the  event  of  Notice  being  given  by  a 
Stationmaster  or  Conductor  to  a  Track  Fore- 
man of  tliere  being  a  broken  Hail  on  the  Line, 
it  shall  be  his  duty  instantly  to  proceed  with 
his  men  and  have  damaged  part  repaired,  all 
carefully  using  precautious  above  prescribed 
for  protection  of  trains. 

107.  TELEGRAPH  LINE.— Track  men  will 
pay  p)articular  attention  to  the  telegraph  wires 
and  see  tliat  they  are  not  obstructed,  or  down 
upon  the  ground.  In  case  they  are  found  bro- 
ken, or  on  the  ground,  or  crossed,  or  in  any 
way  obstructed,  they  must  be  repaired  in  a 
temporary  manner  immediately^  kej^t  from 
touching  each  other,  or  any  iron  or  metallic 
substance,  and  from  wet,  and  notice  given  to 
the  telegraph  office.    When  the  v/ires  are  cross- 


'm — — 


-.'t.-l.'tt<V    ,....^,1 


\\ 


OKKAT   WKSTKRX    RAIMVAY 


lie 
to 


?6- 


ed  or  ill  contnct  with  earh  oIIkm-,  and  the  break 
oi'  obslnu'tion  is  of  such  a  iiahire  as  not  to  ad- 
mit of  tein]>orary  lopair,  immediate  notice 
'must  bo  taken  by  a  s])ecial  messenger  to  the 
nearest  tele<:ra])li  olhee.  . 

108.  FENCKS.— Constant  attention  must  be 
given  to  see  that  fences,  on  each  side  of  the 
road  and  at  crossings  are  in  good  order,  and 
that  cattle  guards  are  ke])t  in  repair  ;  a  break" 
in  the  fence  must  in  no  case  he  passed,  hy  with- 
out being  repaii'ed  when  it  is  possibk^  to  mend 
it.  When  a  break  in  the  fence  cannot  be  re- 
paired for  want  of  mateiials,  ic  is  the  duty  of 
the  Foreman  of  tlie  section  to  give  the  Inspector 
immediate  notice  of  it.  stating  what  inateiials 
are  I'equired.      AVhen  fences  are  taken  down  to 

.  haul  wood  on  to  tlie  tiack,  liave  them  i*eplaced. 

109.  FouKMKX  of  re])air  parties  will  l)e'held 
.^  respoiisibh^   for   the  strict  .observance  of  tlie 

al)0ve  requii'ements.  It  is  the  duty  of  each  one 
to  see  that  his  ])arty  is  always  sup^jlied  with  the 
])ro])er  Signal  Lamias  and  Flags,  but  should 
he  at  any  time,  from  accident  or  otherwise,  be 
deficient,  he  must  post  a  man  at  a  quite  safe 
distance  to  warn  approacliing  trains. 


'»• 


\ 


f 

I; 
I 

,1 


.^>     •., ^   -  ..,».-.<«^'M4t«r  t-x^.^M-f 


mssmmm 


KULi:s  AND   KEGUIiAXrONS. 


45 


WJ'' 


110..  Kails  and  otht'i'  inat<'rials  must  JVOT  ]> 
loft  soattoied  in  Depot  grounds.     PILE  TIIJ 
up  togetlier  Ol'TSIDK  of  ALL  TRACKS. 

TORONTO  ERAlSrCH. 

111.  QUEEN'S  WHARF  CIIOSSING,  AND 
GRAND  TRUNK  JUNCTION,  TORONTO. 
Engineers  of  all  Engines,  with  or  without 
4 Trains,  approaching  Queen's  Wharf  Crossing 
from  cither  direction  ;  and  the  Grand  Trunk 
Junction  at  Peter  Street,  must  come  to  a  dead 
stand,  short  of  tlie  Crossing  or  Semaphore,  and 
wait  for  the  .Switchman's  Signal  to  proceed. 
Avoid  whistling  on  tlie  Esplanade  as  much  as 
possibh?. 

lis.  The  Union  Station  Master's  orders  with 
reference  to  Trains  going  into,  or  out  of,  or 
moving  in  the  Union  Station  yard,  are  to  "be 
promptly  obeyed. 

113.  The  Switch  leading  from  joint  running 
line  East  of  Union  Station  to  Yonge  Street  Sta- 
tion, will,  wlien  set  for  Station,  exhibit  the  usual 
Switch  Signal  hy  day  and.  Purple  SignaLLight 
by  night    (See  Rule  No.  21.) 

114.  The  speed  of  all  Passenger  Trains  run- 


ItlJ 

or 
be 


46 


GUEAT   >Vi:STi:UX   KAIIiWAY 


ning  betwoeu  Potor  Slreot  and  Yongo  Street  Sta- 
tion, must  not  exceed  Four  Miles  an  liour,  and 
wlien  api^roaehing  the  Bridge  and  Curve  at  tlio 
Iluniber,  going  Ivtst,  must  reduce  speed. 

115.  ENGIKI'^EKS  of  all  Trains  must  ap- 
proach TOROKTO  JUNCTION  with  great 
Caution,  and  bring  their  Trains  to  a  Full  Stop 
clear  of  Switch.  TRAINS  that  may  be  delay- 
ed at  this  point  must  be  PROMPTLY  and, 
PROPERLY  PROTECTED.  CONDUC- 
TORS WILL  SEE  THAT  THIS  IS  DONE. 

Suspension,  International,  and  Welland  I 

Canal  Bridges. 

116.  It  is  imperative  that  no  Engine  or 
Traill  be  run  across  the  Suspension  Bridge  at 
a  greater  rate  of  speed  than  5  miles  per  hour, 
occupying  two  minutes  passing  from  tower  to 
tower,  and  no  Engine  or  Cars  shall  be  brought 
to  a  stand  on  the  Bridge  during  the  passage 
across.  Only  Eight  Cars  of  Stock,  Twelve  of 
Freight,  or  Thirt}^  emx)ty  Cars  will  be  taken 
at  one  time.     (See  Rule  No.  128.) 

Engineers  using  the  International  Bridge  at 
Fort  Erie,  must  provide  themselves  with  cojpies 


<i 


I 


un- 


it' 


t'l 


if 


ti!l 


.■■((•V'     ■ 


KULES  AND    KKaOLATIONH, 


47 


of  (lie  workijip;  rr^nilations,  and  bf  govorned  nc- 
cordiii<;ly. 

The  Srinapliorc  and  Disc  Sip^nals  arc  similar 
to  our  own,  witli  tlio  exception  of  tlie  *'all 
right"  night  signal,  which  is  (rrccn. 

The  Disc  Signals  in  the  J^ridge  protect  the 
DRAW  BRIDGES— look  out  for  them. 

Passenger  Tjains  of  the  different  Railway 
Comi)anies  and  in  the  .order  of  their  arrival  at 
the  Junctions,  have  preference  over  Freight 
Trains  in  crossing. 

Engineers  of  all  trains  must  stop  at  the  Bridge 
telegraph  office  and  procure  "clearance  orders." 

Tlie  speed  of  Trains  on  the  Bridge  is  limited 
to  8  miles  per  hour,  viz  : — 3  minutes  for  ^Vlain 
River,  2  minutes  for  Squaw  Island,  and  -J 
minute  for  Erie  Canal — in  all  5 J  minutes  from 
shore  to  shoi'e. 

The  signals  for  each  of  the  three  Railway  Com- 
panies to  approach  and  pass  across  the  Bridge, 
"will  be  indicated  by  the^angle  of  the  Semaphore 
arm  and  lights.  (See  Bridge  regulations.)  But 
at  the  Fort  Erie  side  of  International  Bridge  the 
switch  leading  from  our  track  to  tliat  of  the  G.  T. 
R.  will  indicate,  when  set  for  G.  W.  R.,  red  disc 


••  m 


J 


•48 


tJUlCAT    Wi;STi:i{N    JJAILWAY. 


[)in 


lore 
kit 

[the 
T. 

lisc 


.  throu'^h  tlu»  (lay  aiul  white  lif^;lit  at  iiiglit ;  aiul 
tlio  SNvitch  tVoiii  our  tiack  to  tliat  oC  [\w  Canada 
Southoni,  wlieii  S(,'t  for  G.  W.  K.,  will  l)o  disc 
on  t'dij;o  in  day  time  and  green  li^ht  at  iii<;ht ; 
and  wlien  tlieswiteh  is  set  for  Canada  Soutliei'n, 
red  disc  in  da}^  time  and  red  light  at  night. 
"When  tlie  track  is  clear  on  Canada  side  for  G. 
AV.  1^  to  ap])roach  the  Bridge,  th(»  semaphore 
arm  in  day  time  will  be  perpendicular,  tlnis| 
and  at  night  one  red  light  on  top  of  another 
(one  hnng  at  each  end  of  the  per])endicular 
arm) ;  when  for  the  Canada  Soutliern  to  ])ass, 
the  arm  and  lights  will  be  horizontal,  tliiis  "-j--  ; 
and  when  for  the  Cf.  T.  R.,  the  arm  and  liglits 
will  b'o  at  the  angle  of  45  degi'ees,  thus  ^. 

FOi:il  WELLAND  CAXAL  SWING 
]5KID(M']S,— on  Main  Line  at  Meiiiuttox  ;  on 
Wt'lland  Kailway,  Chii)pawa  Creek,  at  Tout 

■  lloiUN'sox  ;  on  Air  Line  at  Welland  Caxal 
and  Feedku  wkst  of  AVkllaxd  Juxctiox — 
ExGrxKKits  OF  ALL  Traixs  from  either  direc- 
tion, befoiv.  ]>assing  across  these  Bridges,  must 
bring  their  Trains  to  a  stand  for  AT  LEAST 

.THREE  MINUTES    to    ascertain    from    the 


I 


w 


;.  • , 


•1/ 

I 


I'i^ 


ii 


i 

1 


w 


i 

r 


I{UIJ:S   and   KKCiUI.ATiOXS. 


•]9 


Jjildgn   Tciulcr  tliiii    ]jri(l<j,(!  is   clusc'cl  and  in 
pt.'i'fucl  order  for  crossinp^. 

2:1:;"  117.  HAMILTON  OIL  SIDING.— All 
Westward  bound  Tiains  ai)proacliing-  OIL 
SIDING-  l.V  miles  east  of  llainilton  must  keep 
good  look  out  for  Yard  Engines  and  be  pre- 
pared to  stop  at  short  notice. 

GENERAL  RULES.  '♦ 

118.  When  any  Tjain  is  closely  following 
another  Train  from  any  station,  a  shar])  look 
out  must  be  kept  for  the  i)receding  Train,  in 
cas(^-  any  casualty  might  have  befallen  it. 

119.  Wiien  Cab  Gong  is  sounded,  Engineer 
will  instantl^'shutoA*  steam,  whistle  on  brakes, 
but  not  sto]),  then  look  back  hrst  on  right  then 
on  left  side  to  obtain  signah: ,  if  any,  from  Train- 
men or  PassengiM'S,  who  will  signal  from  side 

of  ti'ain.  At  same  tinuj  Fireman  will  pull  bell 
cord  to  ascertain  if  train  Has  broken  loose ;  if 
signalled  by  Trainmen  or  Passengers  to  stop, 
do  so  (piick  as  practicable;  if  lU)  signal  from* 
side  of  Train,  and  Fireman  tinds  bell  cord  loose, 
then  run  ahead  as  directed  by  this  rule,  until 
detached  portion  is  known  to  bo  stopped. 


^'m  ^ 


> 


4 


f)0 


oki;at  wr,sTi;ii\  i:ailway 


•u 


lo 

.41 

if 


in' 


In  ca5>o  of  any  defort  in  Cab  (1011^:;,  altaoli 
l)oll  cord  to  wliistlo  levor.  Conductors  will 
always,  after  Kn<j;iii(3  is  attached  to  train,  and 
before  starting;,  see  the  bell  cord  tested  from 
jear  of  train,  and  that  it  rings  Ejigine  Gong. 

AVhen  part  of  a  Tiain  becomes  detach- 
ed, the  Engineer  should  whistle  on  brakes,  and 
keep  moving  ahead  out  of  the  way  of  the  de- 
tached p()rtion,»and  not  back  up  close  to  it  until 
he  knows  it  has  been  brought  to  a  stand,  and 
a.l*ter  whistling  he  is  signalled  to  approach. 

If  the  detached  portion  is  not  visible,  nor  its 
location  known  to  the  Engineer,  so  that  he 
could  »at  once  return  to  it,  he  will  run  to  the 
first  side  track  suitable  for  what  of  the  Train 
he  has  and  leave  it. 

The  detached  portion  of  the  Train  left  on  the 
main  track  should  be  quickly  stopped  and  pro- 
tected by  signals  front  and  reivY  by  the  train  men, 
until  the  Engine  returns  for  it,  or  nntil  it  is  push- 
ed forward  l^y  a  following  Train.  If  pushed  for- 
ward, the  train  men  will  see  that  the  Engineer 
pushing  does  so  cantiously,  is  properly  sig- 
nalled and  keeps  whistling,  and  that  the 
Train  so  pushed  is  j)rotectcd. 


i 


R 


-'ww»^itM4.j;;3iraBni9nffi 


■ 


L'^'j.4'^ 


ig  » 


ii 


X] 


hi 


t' 


-  .a..-^  ^  «f~^  ..< 


RULES    AND   IlllGULATIOXS. 


61 


Wlieii  tlic  Engineer  gels  part  of  liis  Tiain  in- 
to a  side  track,  lie  can  leave  it  and  return 
■\vitli  liis  Engine  for  the  balance,  provided  no 
regular  Trainis  due  going  in  either  direction. 

Should  he  have  to  wait  in  the  side  track  the 
arrival  of  a  following  train  he  can  ascertain  as 
it  passes  where  the  detached  part  was  left. 

But  should  a  Train  be  approaching  from  the 
opposite  direction  having  tlie  right  to  the  road, 
Engineer  or  Train  men  should  be  prepared  to 
instantly  stop  it,  by  whistle  or  otlier  signal, 
and  have  it  stopped,  and  the  Engiiieer  of  de- 
tached Train  return  in  front  of,  ilagging  it,  and 
upon  its  time,  find  aiid .  remove  his  cars  off 
the  ninin  track,  withdraw  his  iiag  and  let  fol- 
lowing Train  proceed. 

If  the  Train  Despatcher  can  be  quickl}^. 
reached  from  a  Telegraph  Station,  the  Engineer 
will  go  to  the  Office  for  a  Train  order  to  return  ; 
but  if  this  order  cannot  be  got,  he  will  return, 
acting  as  X)i'escribed. 

120.  Each  train  delayed  on  the  track  must 
be  protected  by  a  man  sent  at  least  800 
YARDS  BACK,  or  ahead,  as  tlie  case  may  be, 
to  warn  approaching  trains  until  tlio  da'nger  is 


b2 


GJiLAT   WESTi:iJX  RAILWAY 


over.  Ill  tlio  iii^lit,  this  must  bo  done  .1)}^ 
syringing  n  lantern  tici'oss  the  track,  and  at  once 
])hicing  i'onr  fog  signals  on  the  tnick,  pi'oper 
distances  apart.  Tlie  tail  lirakenian  on  all 
.Tiains  should  have  his  lied  Hag  or  lamp  ready 
for  immediate  use,  and  run  ^Yith  it  and  fog  sig- 
nals the  moment  he  can  jump  oH'.  (Seellule 
No.  26.)  •         '     ..    . 

121.  'Whenever  a  Conductor  has  reason  to 
believe  his  Tiain  has  i")assed  over  a  Broken 
Rail,  or  any  portion  of  unsafe  Track,  he  must 
-stop  and  ascertain  ;  and  if  so  he  must  leave  a 
Biakeman  with  Fog  Signals,  Red  Lamps 
or  Flags,  as  the  case  may  recpiire,  to  \varn  ap- 
•proaching  Trains.  lie  himself  must  notify 
Station  Masters,  Conductors  and  Trackmen  of 
the  unsafe  Tiack  as  quickly  as  possible. 

12S.  Ai  Sidings,  ^vhere  there  are  no  Station- 
men,  no  Freight  or  other  Train  must  stop  after 
dai'k  to  leave  ofl'  or  take  on  Cars,  unless  the 
Train  is  safely  protected  by  Signals  in  both 
directions.  ■   .       . 

123.  Wlir-n  an  accident  happen?;  to  a  Train 
or  Engine,  Conductor  or  l^higincjer  must  at  once 
telegraph  from   nearest  Telegraph  Station  to 


i 


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r. 


I 

i 


rif: 


t:..S    


KULKS   AND    ItKOULATIOXS. 


63 


M   '  J!' 


Gcnornl,  Mf^chanirnl,  and  ])ivision  Suporiii- 
tendeuts  and  Train  Di.'spatclicr,  full  ])aiticnlars 
of  liow  accident  liapjKMicd,  time,  position  of 
Train,  wlietlier  in  cutting  or  u])on  embankment, 
iiatnre,  Szc.^  extent  of  injuries  to  Passengers,  or 
damages  to  Engine,  Cais  or  Track,  and  wliat 
delay  is  likely  to  be  caused  ;  if  assistance  is 
necessary,  whether  Locomotive  Department  or 
Car  Department  Anxiliar}^  is  required,  and 
whether  trucks  or  wheels  are  wanted. 

1S4.  When  more  than  one  Car  is  left  ofl'  at 
any  Station  or  Siding  they  must  be  left  coup- 
led.    Tnnnmen  will  not  l)e  allowed  to.  abstract' 
Links  or  Pins  from  Cars  in  Side  Ti*acks. 

125.  Conductors  must  in  all  cases  keep  the 
Level  Crossings  clear  at  Stations,  if  necessary 
cutting  their  Trains  for  that  purpose,  and  must 
not  bring  cars  together  a^ain  to  coupk'  iip  un- 
til one  of  the  Biakemen  has  been  put  at 
Ci'ossing  to  signal  Teams  or  Foot  passengers. 
TJiis  Pule  is  imperative. 

126.  Conductors  and  Trainmen  of  Through 
Express  Trains  ninst  join  and  leave  their  Trains 
at  the  N.  Y.  C.  Depot,  Suspension  Bridge,  and 
must  assist  in  directing  Passengers  from  one 


•iJ 


6i 


GllLAT  WESTKKN  RAILWAY 


Tiaiii  to  the  other,  and  at  starting  see  tliat  tliey 
are  comfortably  seated. 

157.  Conductors  of  Through  Passenger 
Trains  must  notify  Train  Desixitcher  on 
reaching  London  of  all  dela3^s  up  to  tliat 
point,  and  of  other  dehays  at  the  end  of  the 
trip  by  telegraph. 

158.  The  Bell  rope  must  be  attached  to  the 
Engine  which  hauls  Pas.^enger  Trains  across 
the  Suspension  Bridge. 

129.  Engineers  and  Trainmen,  on  arrival  at 
a  terminus  will  remain  with  their  Trains  until 
they  aie  safely  Switched  ofT  the  Main  Track. 
Ko  unnocessarj^  delay  will  occur  in  relieving 
them. 

130.  Trains  proceeding  in  tlic  same  direction 
must  not  approach  within  800  yards  of  each 
other  unless  expressly  required  to  do  so. 

131.  The  speed  of  all  Tj-ains  when  approach- 
ing others  must  be  so  reduced  and  kept  under 
control  as  to  admit  of  being  brought  to  a  stand 
if  necessary. 

132.  On  Passenger  Trains  a  Brakesman  must 
always  be  stationed  on  the  rear  platform  of  the 
last  Gar,  in  order  to  look  out  for  Signals  that 


t 


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f\  \ 


,— ,*»  -.i»*  - 


'  .-(.M^a.^    (.A..^    -*»-».i 


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RULES  AND   REGULATIONS. 


65 


may  be  given  fj-om  the  Stntion  after  the  Train 
has  staited.     (See  first  Eule.) 

133.  On  Const'  action  Tj'ains,  tlie  Caboose  or 
Passenger  Car  in  which  there  are  Trainmen  or 
Laborers  must  never  be  placed  next  Engine 
wlien  tlie  cow-catcher  would  come  next  to  sucli 
car. 

134.  Freight  Conductors  arc  accountable  for 
getting  Bills  for  all  cars  on  their  Trains,  and 
particularly  for  peddling  cars,  before  starting. 

135.  Great  care  should  be  taken  to  prevent 
the  killing  of  cattle  upon  any  portion  of  the 
line,  and  Trains  must  come  to  a  full  stop,  if 
necessary,  to  avoid  them. 

136.  If  any  car  of  a  Train  should  take  Fire 
more  than  300  yards  from  any  Watering  Place, 
Train  must  be  stopped,  tlie  burning  cai'  cut  out, 
and  every  endeavor  used  to  extinguish,  the 
fire.  If  flames  have  gone  to  any  extent,  a  hole 
should  be  cut  in  the  roof  of  the  car,  and  the 
flames  extinguished  through  it,  keeping  the 
sides  and  ends  closed.  The  Engineer  must  give 
what  water  he  can  spare  from  the  Tender. 

'  137.  Should  any  one  using  this  card  have 
any  doubts  as  to  its  meaning,  it  is  his  duty  to 


*  > 


»'V 


5G 


(,;.  \\.  n.  lU  I.KS  ASl)  KlidUIiATlONS. 


apply  t(^  the  ])ivisi(^ii  Sii])(Mintt']id("iirs  Ollioe 
for  tlio"proi)oi' oxplanalion. 

Westingliouso  Air  BraL     Connections. 

138.  Those  must  always  be  coupled  .uitlier  to 
pipes  of  coniu.'C'ting  cai'.  or  to  pi])es  on  opposite 
side  of  same  car. 

On  Through  Express  Trains,  Tor  those  freight 
cars,  or  foreign  Companies'  baggage  cars  not 
provided  with  Alv  Bialves,  spare  i)iping  will  be 
kept  at  CliTlon,  Hamilton,  London  and  Wind- 
sor and  Conductors  will  be  held  responsible 
for  seeing  that  Car  Foremen  have  these  pipes 
attached,  before  starting,  niaking  the  circuit 
complete  from  Engine  to  rear  car. 

Before  detaching  Cars  or  Engin*^,  jjj'akemen 
or  those  attending  to  such  dut}^,  must  first  sec 
that  all  the  air  pijjes  are  disconnected.  This  is 
most  important  to  prevent  injury  to  air  brake 
ar]-anu"ements. 


'ii 


EULS  Ko.  120  l-IUST  22  STRICTLY  ALIIEEED  TO 
•  BY  ALL  TBAINMEN. 


W.  K.  MUIR, 

General  SupH. 


JOSEPH  riucE, 

(jtencrd  Maw^^jer. 


Mi': 


Mf^ 


■    • ; 


11  si  JDm 


If; 


If, 
t 
'i 


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m 


■ 


BRAKEMEN. 

RULE  NO. 

Must  fiiiticiiifttri  Sicjiial  for  Bnikort  when  ftpproacliing  Stations  and  Grades      4 

How  Fog  Signals  to  be  riantcd id. 

To  obey  Engineer's  call  for  Uiakes., 27,  28 

»  To  obey  Engineer'neill  for  Woo'1 20 

How  Train  maybe  Stopped,  if  lidl-rope  di'^arran'^ed SI  ' 

To  have  Lamp  or  Flay  and  Fo^'  Signals  ready  fur  use 120 

To  See  that  Tas'-cnsjerf:  are  comfortably  Seated 1% 

To  Disconnect  Air  Brakes  Before  Uncoupling 1G8 


CONDUCTORS.                                     •  •' 
[See  also  "  Freit;lit  Conductors."] 

Ro.=«pon.«iblo  for  Proper  Coiipling^j Special. 

Must  Keep  Brakeinaii  on  IJirid  Car,  Watcliiiig  Track 1 

l;e(]uireJ  toKnow  CondiUon  of  Brakes S 

To  Enquire  rersonally  for  Orders 7 

To  Have  Supply  of  Fog  Signals 24 

How  Fog  Signals  to  be  Used »...2y,  20 

Signals  on  Knu'ineGong...,.,,. .,..,.., 27 

To  Stop  for  Telegraph  Order  Signal.. S2 

To  Keep  Look  Out  for  Order  Signal,  and  load  thereon S3 

Red  I<ightfl  to  be  Shown  from  Rear 85 

Lights  10  bf  Obscured  When  iu  Siding SO 

To  Dai  1 V  Regu late  >Vat '.hos SO; 

Traiua  to  Run  under  Conductor's  Direction 40 


■^^ 


'  .'ji' 


68    • 


INDJiX. 


f 


CONDUCTORS- Couiiuuod. 

RCLC  KO. 

To  Mike  Sure  tlioy  aie  Meeting  Tiuins,  niul  tliat  lliey  IJiidir^tnnd  llu-ir 

Uiirhtf. 40 

How  Aintili,-i\niated  Tntiiis  nrc  to  llun 41 

Not  to  Leave  Statloii!<  l^eforo  Card  Time 43 

To  Pliow  Tlicm^elves  When  rassiii^;  Trains* 47 

Kol  to  Stop  Longer  than  Necessary  for  Wootl,  Ac... 43 

-As  to  llightto  Koad 51,52,53,  51,59 

rftgscnkjer  Trains  -Mujit  be  Kept  Safe  I>ist!\ncc  Apart 51 

Trains  with  Right  of  Head  are  Knlilled  to  Mai.i  Track 65 

To  Wait  Five  Minutes  for  Safety  in  Certain  Case 60 

Inferior  Trains  to  be  Kept  Out  of  Way  of  Superior 57,  68 

Trains  Running  in  Company  on  Time  of  other  Trains 60 

Kunninir  of  Special  and  Irregular  Trains C3,  64 

Must  not  run  beyond  Swilelu'S  at  Passing  Stations 65 

Limitation  as  to  Specified  Trains 67 

Ten  Minutes' Interval  to  b:-  kept  between  Trains 68 

Where  no  Switchmen,  Conductors  to  let  themselves  in  and  out 6S 

Limitation  '\s  to  Five  Minuti-s  Allowed 69 

Fla^ijing  Train  Sij;ua!s  to  be  Oljeyed 70 

Notice  to  be  given  to  Despatcher  and  Forward  Conductor VI 

All  l'a~sini;Tr.iins  to  be  Notified 71 

To  personally  t:^eo  Fla^js  or  Lninp^  Pi~p'aycd 71 

To  Ask  Orders  when  Flagt;cd  Train  Losing  Time 72 

Rights  of  Flaggrd  Trains 74 

To  Exhibit  Signals  when  Flag  wanted 75 

Must  Knuw  if  Flaggiiig  a  'i'rain 75 

Trains  IK-ld  iK-twccn  Statioiis  may  ask  Flag 76 

All  Trainmen  to  Know  when  Running  in  Company  with  other  Trains...  77 
Ilegi^hr  Trains  to  run  Ten  Minutes  behind  Card  Time,  if  preceded  bv 

Kxtra  £n,::ine 73 

Resf^onsible  fur  Closing  Switelies 81 

Must  Obey  Te!egraj>h  Orders  Promptly 83 

How  to  Act  on  receiving  Train  Orders 8fl 

When  Freight  Running  Ahead  of  Kxpress 87 

Must  Obtain  Lndorrcd  Copy  of  Orders 87 

Must  Compare  C.'py  with  Originaland  Sign  Rook 88 


H 


11 


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tii 


m- 


i4 


i 


*■' 


INDKX. 


60 


CONDUCTORS- Contiuuoil. 

BULB  NO, 

To  Obey  Red  Signal  for  OnliiK 90 

ToBign  when  Held  forOr'  .■■-, 91 

To  Ill-port  Cuusu  when  )  1.   92 

When  RunningSlow  A'  Fait  Train 93,  91 

Kcspecting  WorkhM^' of  U  ,    lawn  Grade 101,  102 

To  Obey  Union  Station  Mastor'ri  Orders  jit  Toronto 112 

To  Reduce  Speed  at  Certain  PointH 114 

To  Protect  their  Train,  if  delayed  at  Toronto  Junction 115 

Regulations  for  CrosHJng  certain  Dridgcs 115 

To  800  that  Bell  Cord  will  Ring  Engine  Gong 119 

Uo.y  to  Act  if  Train  Breaks  T^ose 119,  120 

If  Broken  Rail  in  Track 121 

To  Protect  Train  when  Switching  at  Way  Sidings 122 

To  Report  Full  Particularsof  Accidents 123 

To  Leave  Cars  Coupled  in  Sido'J'rackrf 124 

Links  or  Pins  Not  to  bo  Taken  from  Cars 124 

To  Keep  Trains  Clear  of  L(:\el  Cro.n.-.ingH 125 

To  Join  Express  Trains  at  X.  Y.  C.  Depot 120 

To  See  that  Passengers  arc  Comfortably  Seated 127 

To  Notify  Train  Despatfher  of  Delay t; 127 

To  Have  Bell-rope  Attaclird 12S 

To  Remain  with  Train  at  Terminus 129 

To  Have  Brakeman  on  Rear  Plutform 1S2 

To  6C0  to  Air  Brake  ConiiectionH 138 


COKDUCTOnS  OF  V/OOD  AND  CONSTRUCTION 
:  TRAINS. 

[See  also  "  Conductors."] 

i      To  notify  Telegraph  Operator OG 

1      Must  be  clear  of  Main  liine  Twenty  Minutes  before  Regular  Trains  due.    97 

Must  have  Signals  out  when  standing  on  Main  I<inc 93 

I      Caboose  must  not  come  next  front  of  Engine 133 


GO  i.Ni)j:x. 

.-       rESPATCHEllS.* 
Mny  Ciuiocl  Card  Tiineof  Tniiiis  nt  Ny.uy  ytntioii" 


DOUBLE  TRACK  RK 


St.  Diiviil*. 


RULB  HO, 

■  ••••■*•••••■         Vif 


TION5. 


ENGINEERS. 

» 

Freiglit  Tr;\iiis  not  t«>  fxctcl  ccrtaii\  pik'oiI ' 6 

To  Stoj)  Trail'..-*  lO't  y  ir^ls  .-.liort  of  Si.'iir»;>h'<rf,  when  Hod  Signal  Bhown. .  10 

To  li;ivc  Tniiii!*  ir.ivit.T  control  eiitoriti:,'  Side  'I'Mcks 18 

To  Sound  wlii.-tlo  mrw  rublic  Cror.-iiiii; ^ 23 

To  liavo  6iiiij>ly  of  F»3^'  Siu'n:il;< 24 

To  Stop  ou  Ilcarini;  Kxplosion  of  Foj;  SigiKiIs 25 

Signal.-j  from  Kii^'iiio .* 27,  2S,  29, 39 

To  Kii'i)  ;U  U.'<luc>-d  Spood  in  Yards,  Arc 30 

To  Stop  on  Sii.'iiiil  fioui  I'r.ikonu'ii 31 

To  Stoj)  wlion  Tcli':,'r.ip!i  OrdorSii-'nal  K.vliibittd 32 

LigViis  to  Ih'  sliown  from  Kiiu'iiif 35 

To  be  Oh.-^oured  vrlun  in  Sidin^' , .' Z<i 

U^e6f  Ili'd  and  Green  Sliadei".... 37 

To  Stop  before  coinin^'  lo  Hn;lro:id  Cro.-.siru;?; 38 

To  Daily  llc-nlate  U'ateht.- 39 

To  ui'ider. stand  Itiijlits  of  ilieii  Train "  40 

Not  to  Sioj)  loi);;or  than  necc-sury  for  ^\''ood,  iSio 48 

Xot  to  Hun  Frei^'hts  Aliead  of  Time 49 

To  take  eutll."ient  Running  time  between  Station.-? 60 

Afl  to  Ui-ht  to  Road b\,bO,  53,  64,60 

Pa^?ent;>T  Traiii.s  to  be  kcjtt  a  Safe   Di-t-ance  Apart 61 

Forward  Kn:,'irH'er  to  be  in  Charge , 61 

Engitici'  to  keep  Oiie  Mile  Apart 62  ■ 

Kunnin^'  of  .Spt  cial  .asid  Irre^'ul;ir  Trains 63,  64 

MustNot  Run  Ali"ad  of  Switehcs  nt  I'.is.sinv,' I'laccH, 65 

To  make  sure  as  toSwitcli 63 

To  Obey  Fiajicin-  Siirnal _. 70 

To  call  attention  of  'I'rains  to  Flag  Si^'tial 73 

Kiglits  of  Flagi^ed  Train.* - 74 


li '  ; 


i  'I 


INDKX. 


61 


ENGINEr.iw;j 


To  Keep  liOok-oiil  for  'f  rain. 
To  givo  Sij<niil  for  Fl;i;^', 

Traill 

Onlorfi  to  bo  obt;iin<(l  ! 
Kxtru  Kiiniiicx,  if  |ioc-,i!     , 


US-  Cojitiunctl, 

Bt'LR  KG. 

Iii'<]uirint?  Fin^' 75 

!  >  llt-pfat  Hiiinu  when  I'u'^dlrg  Tail-crul  of 


lining  ail  Extra  Kni^ino 77 

run  on  time  of  Boino  reyular  train 7S 

I'ilot  Kn^'incri  to  obtain  Orilurn  bt-fori:  lli-turnlni; 7fi> 

To  linn  Cautiously  wiiun  lookint;  out  for  another  'I'lain  or  Engine 80 

Must  undcrctanrl  and  retain  Train  Orders 80,  87 

To  Stop  Short  of  G.  T.  Cro.-sings  at  Toronto Ill 

To  obey  Union  Station  MastorV  Orders  at  Toronto 112 

To  Reduce  Speed  at  Cortnin  PointB 114 

To  Slop  at  Toronto  Junction "115 

Rules  for  Croasini,'  Susponnion  l^ridgo 110 

Rules  fur  Crossliii»  Swiii;,'  Uridyen, .. ».  , 116 

Rules  for  Crossint,'  International  Bridge 110 

To  look  out  for  Yard  Enu'inosat  Oil  Siding 117 

To  keep  sharp  look  out  when  following  a  Train 118 

To  i\ct  on  Cab  Gong   Signal IIC 

What  to  do  in  ca-^o  of  Tr.iin  Broking  Loose llf> 

To  Report  Full  rarllcularf.  in  Accidents  (unless  reported  by  Conductor)  123 

To  Uemain  with  Train  atTeriniiwis 129 

Murtt  not  approach  within  800  yards  of  picceding  Train 130 

To  ajiproacii  other  Trainri  with  Caution 131 

Must  be  Ctireful  to  Avoid  Cattle , ir.3 

Instructions  if  a  Car  take  Fire 1?0 


FREIGHT  CONDUCTORS. 

[See  nifip  "  Conductors."] 

Mu?t  not  delay  Passenger  Tralnn 2 

To   bring  Trains   to   ttand  before  descending  Komoka  or  Copetown 

Grade? , 3 

Limited  to  certain  H])eed 6 

To  wait  at  Telegraph  OlUce  until  Train  ready  to  leave 7 

To  show  themselves  when  passing  Trains. : 47 

Forbidden  to  Ride  ou  Engine 47 


:t-\ 


C2     .  .  ixi)i:x. 

rUEIGlIT  COTTDUCTORC-Coiitlnncd. 


Btntlor.  \vork  to  \<c  doue  promptly 

To  i>o.t  tlic'iiuolvort  respecting'  following  Trnii 

To  ri'i>ort  c.iii^c  vlioii  (Ivtaincil 

Rct>pccliiif: vorkint:  of  Copctown  flnvlo 

llcspont^iblc  for  getting  r.iUs  for  Cars 


KCl.K  NO. 

....  50 
....  60 
....    92 

.101,102 
....  13^1 


GENERAL.  RULES. 

Always  take*  8afe  .<ii1c *. Special 

Through  Trains  to  Imve  det;pr\tch •   9 

Implicit  oliodleiicc  to  SiL,'ii;\is 11 

Fog  Si^Mial'i  to  be  u^cd  in  eineri;cncics , ' 24,  25 

Btandaid  of  Time 39 

"Who  arc  authorizoj  to  mote  Trains  by  special  orders 4-1 

Chief  Train  Dr.-patcher'n  orders  to  bo  obeyed 45 

As  to  r.i-hl  to  the  Koid.. .• SI 

"NVhoever  Opeii^  a,  Switch  must  Close  and  Lo<-k  it 81 

All  l;ule^  to  be  obeyed  to  the  let'.er 82 

How  to  Act  if  Car  on  Fire 130 

If  Ruler?  not  understood,  ask  explanation ...., 137 

SIGNALS. 

}tcd,  Croeu  and  White  J:'iL'nals,  liow  made  and  tlieir  meaning. ..^ *."    11 

How  Trains  to  be  Stopped,  Started  or  r.ae!  ■■d 12 

Green  Flag  Signal  for  Caution,  and  Red  Flaij  when  Track  Impassable...     13 

Bemaphore  Si^Mials,  how  used ' 14,  15,  16 

Bwiteh  .Si-nals IS,  10,  20,  21 

^Vhon  Lart  •  .1  to  be  Lighted ' 22 

At  Level  i.  i  o.;sings 23 

FogSigna!.'? 24,25,28 

Bignals  from  Engine 27,  28,  29,  oO 

STATION  MASTERS. 

To  Bco  that  Switches  Locked,  and  Track  Clear 6 

To  see  that  Switchmen  rai.-e  Danger  Signal  after  Train  has  PaEscd 17 

licspontiilo  for  Protection  of  Trains  in  Yard....*. 17 


r  ••,  "•■. 


I-. 


U-:  ! 


I" 


I 


■it 

;:! 

i 


I 


STATION  LTASTrniS-CoutinixcfX. 

RULR  NO. 

To  Bco  Uinl  Bvvitches  fiif  1      'ced  for  Main  Track 81 

To  yivo  Oinraloiri  an'i'c  "    -istuiice 84 

To  net  on ,"  HoMiiiK'  (> 83 

To  6C0  th;it  Niij'hl  O^^o  p  uwiikc....;.... 100 

SWITCHMEN. 

To  Set  and  Lock  Switches  -when  not  in  u.«o 6 

To  miso  Danger  Signal  iniinediatuly  Tniin  TasS'-'d,  or  when   Blauding  in 

Yard '. n 

Knyino  Signals  fur  R witeh 27 

To  keepSwiteluB  Standing  for  MAin  Track 81 

To  act  on  "Holding  Ordern" 8G 

To  sec  that  Niglit  Operators  keep  awake lOU 

STOCK  TRAINS.' 

To  have  I'reiVicnce,  Arc 10 

llog.^  to  be  "Watered 10 

TRACK  MEN. 

To  use  Green  Hi^n^l  for  Caution 13 

Ked  .Signal  ^vhen  Track  Imp.iv<;t'.  '.<'. 13 

To  expect  Trains  at  any  moment 103 

To  have  Red  Flags  out  whin  lload  Impasrahic 104 

To  liave  Green  i<lag.^  out  when  Unsafe ^ 105 

Foremen  to  SVatch  Tra::k  during  Wet  NiglitH 105 

To  instantly  Repair  Damaged  Track lOG 

To  Bee  that  Tele_'rapli  Wires  arc  not  oh-slructcd  or  crossed,  and,  if  iicces- 

oary,  to  do  temporary  re])air.s 107 

If  Wires  badly  ob-stnicted,  to  notify  nearest  Operator 107 

To  keep  Fences  Itepaired 103 

Foremen  held  responsible 109 

Foremen  to  keep  Supplies  of  Signals 109 

Materials  must  not  bo  ecattercd  in  Depot  Grounds 110 


.4...,.^ 


CI, 


INKl.X. 


Vllll-f.iOOil  r:.,;i|v..4  J,.Ma»..'  r.i^.Irii;   VlwvA 

Trriisnoi  lo  ^^.,^^)  nt  .Slariv*!  S-atiom ,'."  [ 

t'it!>l  'J'ip.u-  at  Way  Stations  jiny  be  Cuiilv  11 


Rl'I.K  KO. 
. . .     43 
. . .     40 
. . .     1)5 


FiiJiialutol't'  .li-j,::)y.\l ' 

OjK'n.tois  to  .<>...  tluU  Trains  ar..  Itoj'iu'.l.' 


32 


To  cl);uiu'oSi,-n:il  after  Trai-i  InHl.-ft..    • ^^ 

Cliicf  Train  l>o>j.atrla.,V  or.Iun  to  ho  oCyv^'^."'"'' Jf 

Toj'roinj.tly  traii-Hiit  onli'i-i  

I^v,o:.:^lef.^,Mo,nptddive;;■■;^•;;^:;::::;••: « 

Op:.rs  toLe  wiitien  iiifull •      ^'^ 

():,;..r<  tn>,..  ,..,.1  1... /. ,      .     .      ■.    •••••■ 85 


Op:.rs  toLe  wiitien  in  full....!.. 

'SMpuFnicht  Train  nheal  of  Kx-,,,,-.                                   ^^ 

"lluM;i:^OrJor>" .    ^7 

To  exhibit  i:..isi^,,aiimn)'![:aJiy;;;,;;;;;;;;.;;;;;;;; n 

']oi,o,t;u,:i..oof  Wuo.la:.lCM:,-,Mu.;ionTraiii. "" !l. 

^\  lu-ii  re!i.  vii,-,  to  initial  orJci.-  ih  for.-^e 


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